History of the ALTEZZA

The Lexus IS is a rear-wheel drive, compact luxury sports sedan manufactured by the Toyota Motor Corp. under the Lexus brand and originally sold as the Toyota Altezza in Japan. The model was introduced to slot below the ES in the Lexus lineup and to compete against the BMW 3 Series and the Nissan Skyline/Infiniti G. The first-generation Altezza (codename XE10) was launched in Japan in October 1998, while the Lexus IS 200 made its debut in Europe in 1999 and the IS 300 in North America in 2001.

The "IS" stands for "Intelligent Sport."

First generation

Production: 1998–2005
Body style: 4-door sedan
5-door station wagon
Engine: 2.0 L 1G-FE I6 (AS200)
2.0 L 3S-GE I4 (RS200)
3.0 L 2JZ-GE I6 (AS300)
Transmission: 6-speed manual
5-speed automatic
Curb weight: 1510 kg (IS 200)

The Altezza came in 3 variants:

The AS200 (Chassis code TA-SXE-10, sedan or TA-GXE-10 FR Gita wagon, TA-GXE-15, 4WD Gita wagon), powered by a 1G-FE inline-6 engine generating 160 PS JIS (118 kW) or 155 PS DIN (114 kW) and mated to a 6-speed manual transmission (5-speed automatic optional) [/INDENT]
The RS200 (Chassis code GH-SXE-10, sedan) powered by a Yamaha tuned 3S-GE inline-4 engine generating 210 PS JIS (154 kW) and mated to a 6-speed transmission (5-speed automatic optional)

The AS300 (Chassis code TA-JCE-10 FR Gita Wagon,or TA-JCE-15, 4WD Gita wagon) powered by a 2JZ-GE inline-6 engine generating 220 PS JIS (162 kW) or 215 hp SAE (160 kW) and mated to only a 5-speed automatic for the FR Gita Wagon or a 4-speed automatic for the 4WD Gita Wagon. Lexus IS300 share this chasis rather than the SXE-10 chasis.
European and North American-market Lexus IS vehicles, as well as the Japanese hatchback version called the Gita (called Lexus IS Sportcross in the U.S. and Europe) were only available in the 6-cylinder versions. US and European sales of the Lexus IS 300 were disappointing. In the American market, after hitting a high of 22,486 units in 2001, IS sales dropped below the 10,000-unit mark in 2004. The IS200 fared better in Europe and Asia, but still fell well short of the sales volume achieved by the likes of the BMW 3 Series.


Tuning
The 2JZ-GE powered IS series are popular amongst tuners in the U.S. because of their 6-cylinder engines. The Altezza is mostly popular amongst tuners not only because of its possible engine swap for the previous generation Toyota Supra's 2JZ-GTE motor, but as it is viewed as the successor to the renowed AE86. Modified versions of the 2JZ-GTE have been seen with over 1000hp.

In Japan, the RS200 version is more popular due to its better handling (because of the lightweight yet powerful engine in the front). There are a wide availability of tuning parts, although the engine block is similar to the last of the SW20 MR2 and ST202 Celica, it is tuned by Yamaha and offers Dual VVT-i. As a result, a number of tuning companies modified the IS/Altezza over the years.

TTE converted an IS 200 first, and within a few years RMM in the US converted an IS 300. The MillenWorks-built Lexus IS 430 was unveiled at the 2003 SEMA Show in Las Vegas, Nevada. The IS 430 prototype is an IS 300 fitted with a 4.3 L V8 from the Lexus GS 430. Lexus dubs the IS 430 a one-off with no plans for production. In Europe, Toyota Team Europe (TTE) shoehorned a supercharged 4.3 L V8 into a IS 300 bodyshell, the result is a 405 PS ECE (298 kW) saloon capable of accelerating from 0-100km/h in 4.5 seconds. TTE also produced an aftermarket supercharger kit for the IS 200, raising the power output to 204 PS ECE (150 kW).

At the mean time, a number of Japanese tuning firms, HKS, Blitz, Top Secret, Sard, Power Enterprise, including Toyota's own TRD, started to develop plenty of performance parts, typically from super chargers, turbo chargers, and even individual throttle bodies, and sometimes complete car conversions.

The RS200 is also used by many racing teams, including TRD (Toyota Racing Development), to race in various touring car championship series across Asia. A Lexus IS 200, based on a heavily modified RS200, has also raced in the British Touring Car Championship with limited success.



UNQUOTE... from wikipedia website

Lexus IS430 (V8) swapped from GS







The MillenWorks built Lexus “IS430” was unveiled at the 2003 SEMA (Specialty Equipment Market Association) Show in Las Vegas, Nevada. Commissioned by Lexus to highlight the immense potential of the IS300 chassis, the concept is powered by an enhanced 4.3-liter V8 engine from the Lexus GS430. The V8 engine is paired with a Getrag 6-speed manual transmission and a lightweight flywheel, driving the rear wheels through a high performance limited slip differential and GS430 driveline components. MillenWorks engineers estimate that the modifications are good for 60% more horsepower at the rear wheels.

A host of suspension upgrades complement the extra horsepower available from the V8. RMSV selected TEIN® springs and 16-way electronically adjustable shock absorbers while retaining the stock front suspension geometry. The rear suspension was upgraded with a number of GS430 components to help ensure durability. Michelin Sport Cup tires riding on a set of custom built Speed Star SSR alloys transfer power to the ground. The cooling system and the brakes were also upgraded with a GS430 radiator and large Bremboâ brakes featuring vented, cross-drilled rotors and four-piston aluminum calipers.

The concept also features the latest in-vehicle entertainment system, a Mark Levinson® 20-speaker/24-channel, 720-watt audio/video system using a proprietary DVD video player and removable 6.5-inch wide-screen video display. Completing the exterior package, Chip Foose from Foose Design® used subtle upgrades including a Rhys Millen Racing® front lip spoiler and side skirts with a black over red exterior color scheme. A mesh grille and gray headlamp treatment is used up front, and the taillights and rear badging are modified for a simpler look to the rear.

Installing the V8 into the compact IS chassis presented a few challenges, requiring many parts to be specially designed and fabricated at RMSV’s facilities. The packaging of the larger radiator, Getrag transmission and limited slip differential required custom designed adapters and mounts. MillenWorks also designed a complete exhaust system from the ground up to meet the new packaging constraints and provide enhanced performance.

The electrical integration of the V8 engine to work with the manual transmission and the IS chassis presented a greater challenge. Integrating the GS engine electronics and the IS chassis electronics and getting both to work in harmony, called upon MillenWorks's extensive electronics expertise gained from years of concept car and military vehicle design and manufacture. “We had to design an onboard computer to trick the powerful GS430 engine into working without the stock transmission,” noted Dean Banks, MillenWorks’s engineering team lead, “this was not your traditional engine swap.” The final result is a concept offering production car reliability, fit and finish meshed with the straight-line performance of a muscle car and the on-track performance of a well-tuned race machine.

Thank you JayDM, I am being looking this infor for long time.

Found some link from toyota japan website, got the pdf file
of SXE10 & GXE10, fast fast go download.

http://web-cache.stream.ne.jp/www09/toyota-catalog/pdf/altezza-3/altezza-3_200308.pdf
http://web-cache.stream.ne.jp/www09/toyota-catalog/pdf/altezza-3/altezza-3_200208.pdf
http://web-cache.stream.ne.jp/www09/toyota-catalog/pdf/altezza-gita-w/altezza-gita-w_200308.pdf

Toyota is the largest producer of TwinCam engines. Toyota offers more TwinCam models than any manufacturer. Here is a brief historical outline to the milestone Toyota engines of the TwinCam variety and the race engines they are based on.

The earliest and rarest production Toyota TwinCam engines were the 3M and 9R. Both engines were produced during 1966 to 1968, and ironically did not carry a G engine designation. The 3M was a 2 valve twincam 6 cylinder engine with triple Mikunis used in the 2000 GT. The same block, modified through the years became the 5MG/6MG/7MG engines- with a totally different head. The 9R was a 2 valve twincam 4 cylinder with twin Mikunis used in the Corona 1600GT.

The 2TG was introduced in Japan 1970 for the Corolla, Sprinter series in Japan. It was available in various forms (through the years) until 1984. The 1600cc 2TG came with twin-side Mikunis in 2TG, 2TGR, and 2TGU models. Eventually it came with fuel injection as a 2TGEU. The last model in this series engine was the 3TGTE (although it was never available in the Corollas). In the US, these engines were popular in Corollas, Carinas, Dune buggies, and Lotus 7 replicas. The 1750cc and the 2000 cc conversion were extremely popular and more reliable than the later 2140 versions.

The 18RG was first introduced as an 8RG and as an interim 10RG (both 1900cc) in 1971 for the Celica GT models and the Mark II, respectively. The 2000cc 18RG came out in 1974 with twin-side Mikunis in 18RG, 18RGR, and 18RGU models. Eventually it came with fuel injection as an 18RGEU. In the US, these were popular in Celicas, Pick-ups, and Dune buggies. The 2200cc conversion was very popular and some were even setup as 2400cc.

In Toyota-speak, the G designation means TwinCam Sport type. For both 2TG and 18RG engines: the extra R designation denoted regular gas (lower compression); the U denoted emmission controlled. For all other TwinCam engines: The additional letter designations after the basic engine model mean: E for fuel injection, T for turbo, Z for Supercharger.

The 2TG and 18RG were the original production Toyota TwinCam engines. These were the most widely available and produced TwinCam engines for production cars in the whole world (in that era). Even Lotus (with their own Ford-based engines) tried to buy and use these engines. The use of these engines in competition saw many major victories for Toyota world-wide. The 2TG was more developed in terms of parts from TRD since it was widely used for both racing and rallying. The 18RG was used mainly for rallying, most notably by Toyota Team Europe, but similar race specification parts that the 2TG had were also available from other sources. Toyota also produced a limited number of twin-plug 18RG that never reached production.

The 3TGTE, a twin-plug version of the classic 2TG and 18RG cylinder head design- with a turbo was the last model utilizing the bullet-proof and trouble-free 8-valve heads. This model replaced the 18RGEU in the Celicas in 1983. In fact the latest models 2TGEU and 18RGEU shared the same valves and valve train components. The 3TGTE was the base for the 4TGTE homologation engine for Toyota's Group B Rally Car. This engine, in the highly competitive and eventually cancelled Group B SuperCar class in the FIA World Rally Cup series, took Championship honors. Group B was cancelled This was a fitting tribute to the outstanding technical design of the 2TG and 18RG heads and blocks, before the whole world used 4 valves for everything.

The ultimate versions of both the 2TG and 18RG were made by TRD- they were known as the 151E and 152E respectively and came with 16 valve heads, both were available in carburetor (50mm Mikunis) and fuel injection (mechanical Denso) models. There was also a 150E 16-valve version of the 3K / 4K engines. These 16 valve heads were the forerunners of today's 4AG, 3SG, 7MG, and 2JZG engines. These were race only non-production heads, with heavily modified blocks. The 152E race engine was used for US Toyota's early back-to-back victories in desert/stadium racing and IMSA GTU events. The 152E was used in Europe for the FIA World Rally Cup series.

The most famous and successful Toyota Race engine- the 503E was used in Toyota's Triumphant Championship seasons in IMSA GTO / GTP, Pikes Peak, Le Mans, and in the mid-90s Japan Touring Cup Championship. It is important to note that the 16 valve cylinder head layout from the 152E engine and the T block crankshaft saddle design were used as design base for this ultimate Toyota 4 cylinder Turbocharged race engine. The 503E represented the most powerful 4 cylinders in competition history developing over 1000HP in qualifying tune, 800HP for sprint races, and 600 for endurance events. IMPRESSIVE.

The 5MG and 6MG were both 6-cylinders introduced for the MA60 series Supra and high performance sedans in Japan. These TwinCams ushered in a new generation of TwinCam design and application. The innovation of self-adjusting hydraulic lifters, required no extra maintenance for the valve adjustment. This promised service simplicity to the average Toyota mechanic. The towering cam position was impressive and heralded the arrival of the 6 cylinder TwinCams.

The 4AG and 1GG engines introduced the new generation 4 valve TwinCams of the "G" engines. This represented the 4th production generation TwinCam heads. The 1600 4AG was the 4-cylinder version and the 2000 1GG was the 6-cylinder model, both were available with or without superchargers. The 3SG and 7MG soon followed with or without a turbocharger. All true high performance Toyota engines carry the G designation, including the new 1800 2ZZGE. The newest G series engines use up-graded features- variable timing, variable lift, 5-valves, independent throttle bodies, supercharger, turbo, and even twin-turbo!

Most current Toyota in-line 4 or 6 production engines have a G model version, except the Tercel, which makes do with a 4EFTE engine, a turbo variation. The "G" engine guaranteed the Toyota driver- performance above par. The "F" designated engines are also TwinCams but are not the performance models. The F engines are designed for normal low rpm, high torque, and quick response. Most of the current Toyota engines use an F type cylinder head, including all the V6 and V8 engines, enabling Toyota to continue claiming to be the world's leading supplier of the TwinCam engine design.

The Yamaha connection needs to be mentioned: Yamaha developed the Toyota 2000GT and was a partner of Toyota in the design of most successive G model heads. Most G engines/heads, including the 3SGE/3SGTE (now in it's 3rd generation), the Previa specific 2TZFE/Z (no relation to the old T engines), and the newest 2ZZGE engines were and are still designed and cast by Yamaha. The 4AGE and 2JZGE heads are proprietary Toyota designs and manufacture, although many components are still made and supplied by Yamaha.

Toyota's "G" production engines in Motorsport trim and competition tune is unmatched by any engine manufactuer. The 4AGE is the successor to the 2TG, as the 3SGE is to the 18RG, in the important 1600 and 2000 class of racing engines. Both engines in their respective classifications are used widely in Formula type competition. The TRD Formula Atlantic 1600ccc and TOM's Formula 3 2000cc engines showcase the design integrity and tuning capability of both production engines. They are all proven winners, they are all production based.

The Toyota TwinCam engine is Toyota's only claim to a technical heritage or legacy in the automotive industry. The classic TwinCam design has worked very well for Toyota and has powered all milestone Toyota models. The new 3rd generation 2JZGTE, 3SGTE, 2ZZGE engines, updated with Dual Variable cam timing and lift- showcase the ultimate Toyota performance engines. No other manufacturer can claim over-all superiority on production based TwinCam engines, although other manufacturers are currently able to exploit the benefits of TwinCam technology further. Toyota will have to reclaim this historic edge and actually raise their design parameters to match the other trend-setting TwinCam introduced by other manufacturers.(from toysport.com)

Nobuaki Katayama :1st development center chief engineer

Okazaki: 1st development center 1st design section 11th product design room main member in-charge.

External designer in-charge

Siyunsuke Fukuda : 1st design section 11th [purotodezain] room charge member
Interior designer in-charge and [kureimode]? etc

Ueno Yoshio Kanto : automobile design section design room
External design and exterior charge. ALTEZZA logo

Water Takashi Kanto : automobile design section design room.

Interior designer in-charge

Itoh: 1st development center 1st design section section attaching color group.
Exterior [interiadezain] designer in-charge.

Akiyuki: 2nd development center 2nd power train section 22nd engine Designing Division charge member chief

Development charge of [arutetsutsua] 4 cylinder engine

Because of paddy field 俊(?): 1st development center 1st power train section 12th engine design room charge member chief.

Development of [Altezza] 6 cylinder engine

Hiro Naruse : 4th development center 1st vehicle engineering department vehicle motion main charge member section chief.

Top Gun of experiments (?)

Rattan Osamu : 1st development center 1st chassis Designing Div. 12th chassis design room charge member.
Suspension designer.

Yoichi Ishikawa : 1st development center 1st body Designing Div. 12th body design room charge member.

Body charge: The under body

swt... this info oso can get... u work in CIA ah?

nice info!

Sweet sweet ~ Thank you for this lecture :)

Toyota Altezza RS200 – Buyer’s Guide – 146
February 16th, 2010 by NZPC
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Japan’s ‘1999 Car of the Year’ should be high on your list if you’re in the market for a medium-sized sedan but don’t want to go down the turbocharged route. We’re talking about Toyota’s answer to the E46 BMW 3-Series, the Altezza, and in particular the RS200 edition, which offers up the best balance of performance and style of all models in the range.

The Altezza is the Japanese domestic market (JDM) version of the luxury Lexus IS200. The two cars share many similarities but there are enough differences to set them apart.

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On the same platform, Altezzas were built in two basic rear-wheel-drive guises from 1998 to 2005: AS200 and RS200. The AS200 featured the 1G-FE six-cylinder 2.0-litre engine, while the RS200 got the peaky 3S-GE four-cylinder 2.0-litre engine. Both came in a choice of auto or 6-speed manual transmissions. An Altezza wagon known as a Gita was also sold in AS200 guise only, but with the choice of the 1G-FE engine or a naturally aspirated six-cylinder 3.0-litre 2JZ-GE.

The RS200 edition was marketed in three basic versions: RS200, RS200 Z edition and RS200 L edition. Essentially, the Z added a few performance and styling upgrades that we’ll touch on, and the L had all that plus half-leather seats. Using a stock standard RS200 as a guide, here’s all you need to know about this popular model.

ENGINE

The Altezza RS200 uses the performance-orientated 3S-GE BEAMS (breakthrough engine with advanced mechanism system) four-pot with 11.5:1 compression. The generation four – version two model, and final derivative of Toyota’s naturally aspirated 2.0-litre DOHC 16V mill, includes Dual VVTi and an extractor-style exhaust manifold in its specification to throw out 210ps (154kW) at 7600rpm, and 22kg/m (216Nm) of torque at 6400rpm in the 6-speed manual model. A little less power is achieved in the auto version (see spec, p74).

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DRIVELINE

The RS200 Altezza was sold new with two transmission options: a 6-speed manual, and a 5-speed automatic Toyota dubbed the ‘Super Intelligent 5SuperECT’. The automatic can be manually shifted via the gear lever or buttons on the steering wheel. The 6-speed manual, as fitted in our test car, is a great gearbox, with a very positive shifting mechanism and solid feel. TCS (traction control) and limited slip differentials were factory fitted on Z and L editions but were options on the base model.

Altezzas equipped with traction control have a TCS button on the dash, but this system can be manually overridden by simply depressing it. If the car has a factory torsion LSD installed this will be recorded on the build plate in the engine bay. On the Trans/Axle line the very last character should be ‘B’, whereas models factory specified with open differentials have this character recorded as ‘A’.

EXTERIOR

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Even though its design is now more than a decade old, the Altezza is still a good looking car. Although there seems to be no hard and fast rule as to which RS200 got what, some were specced with large front air-dam spoilers (complete with yellow driving lights), mesh grilles, side skirts, a rear bumper spoiler and boot spoiler. Tail light covers are also quite common factory fits, but less so are the black-bodied headlights, which not only look better than the regular headlights but also tend to be less prone to yellowing. Z and L edition RS200s also came standard with dark ‘privacy glass’ on the back door windows and rear screen.

INTERIOR

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Inside, the RS200 is well appointed, although perhaps a little dated. Its large instrument cluster with centrally positioned speedometer is the main offender in that respect. Other than that, though, the bronze-accented black trim looks good. Regular grade and Z edition RS200s feature dark grey cloth trim, but you’ll find half-leather equivalents on L edition cars. Driver and passenger front SRS airbags are factory fare on all models, and although side airbags were an option, they are rarely found. Z edition cars feature alloy pedals, leather-bound steering wheels and an Altezza Super Live eight-speaker audio system with boot-mounted CD changer, although like most Japanese cars, these accessories could be optioned on any model.

Rear-seat legroom is very good, even with the front seats pushed back to their maximum position.

ON THE ROAD

Perhaps the Altezza RS200’s best attribute is the way it drives. Thanks to its healthy torque curve the engine provides adequate around-town power, but to extract the utmost from it, the 3S-GE needs to be revved to the redline. At around 7.5 seconds from standstill to 100kph it’s quick, not fast, but what it lacks in straight-line grunt, it more than makes up for in the handling stakes. Toyota invested heavily in this department, speccing the Altezza with a double wishbone arrangement front and rear. The drive is neutral and the steering is tight, making this a real driver’s car. Ventilated discs on the front end and solid discs at the back coupled with ABS means it stops well, too.

HOW MUCH TO PAY

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The purchasing cost of a 6-speed manual RS200 will mostly depend on its manufacturing year and how many kilometres are on the odometer. Higher mileage examples in average condition start at around $11,500 in a private sale, with later model, better condition dealer examples running up to $20,000. This particular car, as supplied by Auckland car yard Wall Motors, is a 1999 model with a certified 98,000km on the clock and is priced at $13,995. Due to new registration restrictions that came into effect Jan 1 2009, early GF-SXE10 model RS200 Altezzas are now unable to be complied for use on New Zealand roads. Later model GH-SXE10 examples, however, are. But with a weak Kiwi dollar and the higher purchasing costs for later model Altezzas in Japan, it’s unlikely that large numbers of these cars will be imported.

MODIFYING GUIDE

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The RS200 is a car that’s just begging to be modified, and with a good aftermarket parts support network, that’s easily achieved. Engine-wise the Gen 4 V2 3S-GE needs a kick in the pants to get it humming, and soon after it was released some of Japan’s biggest tuners came to the party with bolt-on forced induction kits that are still available today. Trust/GReddy, A’PEXi and HKS developed turbo kits, and Blitz built a turbo kit and a sweet-sounding supercharger kit.

All setups only generate relatively low boost, so don’t expect to set the world on fire. But because they do not require the engine to be pulled apart for replacement of bottom-end componentry, they’re an easy upgrade to enhance driveability. Similar results can be achieved by piecing together a turbo kit from individual parts.

For more serious engine builds a full host of forged engine internal parts are available, including a number of stroker kits that push cubic capacity out to 2.2 litres. Combined with a bigger turbo system, the 3S-GE has the potential for huge power numbers.

Driveline and suspension upgrades are easily achieved, with most aftermarket manufacturers catering to the Altezza. A 5×114.3 PCD opens up a wide selection of rear-wheel-drive wheel fitments.

Styling-wise there’s plenty on offer for the RS200, from locally produced body kits to genuine kits sourced from Japan.

SPECIAL EDITION

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Apart from the Z edition and L edition variants, Tom’s (a Toyota-supported tuner) and Toyota Netz jointly built a very special Altezza on the RS200 platform in 1999. There were reputedly only 100 Altezza 280T versions ever made, with the model’s name a direct correlation to its 280hp turbocharged engine.

The 280T was basically an RS200 with performance mods and was sold with a full factory warranty through Toyota’s Netz dealerships. According to Tom’s, all 100 cars were sold the first day they went on sale. Modifications include an IHI turbo, front-mount intercooler, Tom’s TEC engine management system, Tom’s headgasket, Tom’s 6kg flywheel, Tom’s Advox suspension and a special body kit, among other enhancements. The 280T made its 280hp (and 30kg/m of torque) on just 9psi boost.

Recognised by a Tom’s build plate in the engine bay, only a handful of genuine 280Ts are known to exist in New Zealand.

The Qualitat edition was another special Altezza. This version added a few performance, handling and styling upgrades and was available on both the RS200 and AS200 base. Little information is available on these models.

Toyota Altezza RS200 – Specifications

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Engine: Toyota BEAMS 3S-GE inline-4 2.0-litre DOHC 16V, Dual VVTi, EFI, titanium valves, 11.5:1 compression ratio
Driveline: 6-speed manual gearbox (5-speed auto option), limited slip differential (option), TCS (option)
Suspension: Front/rear – double wishbone, MacPherson strut, coil springs
Brakes: Ventilated disc front, solid disc rear, ABS
Wheels/Tyres: 17-inch alloy wheels, 215/45R17 tyres
Performance: Max power – 210ps (154kW) @ 7600rpm (6MT) 200ps (145kW) @ 7000rpm (5AT), Max torque – 22kg/m (216Nm) @ 6400rpm (6MT), 22kg/m (216Nm) @ 4800rpm (5AT)

[FONT=&quot]Production number can be found as part of the Frame No. on the VIN plate.

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continue...
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quoted from soarerworld.com[/FONT]

Hi! Folks
I have a question
I remember Altezza have a limited edition (2 doors version) or I made a mistake?
If I remember correctly there are 99 unit worldwide and I ever saw in JB back few years ago.
I just wonder what is the spec for these limited edition?

Nope there is no 2 door version. Only a got 4 door sedan and 5 door wagon.

Oh! I made a mistake but I heard 6 gear manual is hard to get right?

There are more 5AT the 6MT but if u wait there will be some for sale

Sorry for reviving this, but since it's a sticky, its alright right?

I wanna ask what is the ecu reader on AS200?
Is it OBD II?

Hi
Good question.... I dont think it is OBD II. I tried to use a OBD II reader and no communication.
Must be running on some proprietary Toyota language.

AE111_SEG said:

Hi


Good question.... I dont think it is OBD II. I tried to use a OBD II reader and no communication.


Must be running on some proprietary Toyota language.

Click to expand...

Because i read somewhere, OBD II some reader can support. Some cant.

So, very confusing. If it does, it will be damn awesome to put in a screen and run OBD II bluetooth





Sent from my Lumia 925 using Tapatalk.

But in a 3sge yes , you can read all the data , i tried before ......IS 200 is 1g , so i m not sure

stepwyew said:

But in a 3sge yes , you can read all the data , i tried before ......IS 200 is 1g , so i m not sure

Click to expand...

Just saw this, meaning RS200 then. Thanks for clarifying!
So on a 3SGE no problem on any conventional OBDII reader?