Short answer: Autosports Engineering builds a dedicated 2JZ/1JZ-to-T56 Magnum conversion kit for the Toyota Supra MK3, Supra MK4, Lexus IS300/Altezza, and Lexus GS300/Aristo chassis, plus a universal kit for other applications. Every chassis-specific kit ships with a brand-new Tremec Magnum-F transmission, an ASE billet bell housing, and the crossmember to mount it — you'll separately need a chassis-specific driveshaft, and depending on your build, a clutch and a few finishing pieces.
Which conversion kit fits your chassis?
| Chassis | Engine | Kit Price | Shop |
|---|---|---|---|
| Toyota Supra MK4 | 2JZ / 1JZ | $1,849.99 | View kit |
| Toyota Supra MK3 | 2JZ / 1JZ | $1,849.99 | View kit |
| Lexus IS300 / Altezza | 2JZ / 1JZ | $1,849.99 | View kit |
| Lexus GS300 / Aristo | 2JZ / 1JZ | $1,849.99 | View kit |
| Universal / other chassis | 2JZ / 1JZ | $1,849.99 | View kit |
Note: the Universal kit does not include a chassis-specific crossmember (see below) since there's no single mounting solution across every application. FRS/BRZ builds running a 2JZ on Xcessive Mounts are supported via a dedicated driveshaft, even though there isn't a separate FRS/BRZ conversion kit.
What's actually in the kit
Every chassis-specific kit (MK4, MK3, IS300, GS300) ships standard with:
- ASE billet JZ-to-Magnum bell housing
- Brand new Tremec Magnum-F transmission in short or long ratio — Tremec P/N TUET16362, ratios 2.66 / 1.78 / 1.30 / 1.00 / .80 / .63
- Modified, shaved transmission case for improved tunnel clearance
- Custom shifter with a 2" offset to center it in your factory console
- Your choice of a Bowler wireless Bluetooth speed module or a PNP harness for standalone ECUs, to handle reverse lockout and VSS
- Custom billet transmission crossmember with a urethane transmission mount (chassis-specific kits only — not included in the Universal kit)
- All 12.9-grade hardware for assembly and installation
If you also buy a clutch from ASE at the same time, a steel alignment tool, Tilton hydraulic release bearing, and ARP flywheel bolts are bundled in — these aren't included with the base transmission kit on its own.
You'll also need: a driveshaft
The conversion kit mates the transmission to your engine — it doesn't include a driveshaft to the rear end. Autosports Engineering builds chassis-specific driveshafts, custom length, .125" wall thickness, rated to exceed 1200 ft-lb torque capacity (matched to the clutch options below) in two material options:
- Aluminum — $799.99, high-strength Spicer U-joints, more strength than a comparable steel shaft with lower rotational mass. The standard choice for most street and moderate-power builds.
- Carbon fiber — $1,349.99, even lower rotating mass, typically chosen for higher-RPM or weight-conscious builds.
Each is also available configured for either your OEM Toyota rear end or a Ford 8.8 swap:
| Chassis | Aluminum (from) | Carbon (from) | Shop |
|---|---|---|---|
| Supra MK4 | $799.99 | $1,349.99 | View |
| Supra MK3 | $799.99 | $1,349.99 | View |
| Lexus IS300 | $799.99 | $1,349.99 | View |
| Lexus SC300 / Soarer | $799.99 | $1,349.99 | View |
| FRS / BRZ (2JZ via Xcessive Mounts) | $799.99 | $1,349.99 | View |
Crossmember — already in your kit (usually)
Billet crossmember w/ urethane mount
If you bought a chassis-specific kit (MK4, MK3, IS300, or GS300), your billet crossmember is already included — you don't need to buy it separately. It comes with a urethane support mount, chassis bolts, support mount bolts, and X/Y adjustable slots for proper fitment even on post-accident chassis. The crossmember is only sold separately for Universal kit buyers or anyone needing a replacement:
| Fits | Price | Shop |
|---|---|---|
| Supra MK4 / SC300 | $299.99 | View |
| Lexus IS300 / GS300 | $299.99 | View |
Other finishing pieces
| Component | Why you might need it | Price | Shop |
|---|---|---|---|
| Transmission wire harness | Standard PNP harness for reverse lockout + VSS — one of the two options already included in your kit; sold separately for replacements | $99.99 | View |
| Bowler All-in-One harness (dual VSS + Bluetooth app control) | Upgrade over the standard harness — dual independent VSS outputs, phone app tuning, adjustable reverse lockout speed | $335.00 | View |
| Offset shifter assembly | Fully adjustable alternative to the kit's stock shifter — 1.5" offset, 48-way adjustable, gear-mesh locking | $149.99 | View |
| Steel clutch alignment tool (26 spline) | Included free with an ASE clutch purchase — buy separately if you sourced your clutch elsewhere | $34.99 | View |
| Tilton hydraulic release bearing | Included with FX1000 clutch purchase; needed separately if running the ST246 | $525.00 | View |
Clutch options
Clutch Masters FX1000 twin disc — $1,750
Tilton ST246 twin disc — $1,950
Both are 10" twin disc assemblies with a steel SFI flywheel, strapped floater for quieter operation, chromoly 12-point bolts, and a pilot bearing, rated to roughly 1200 ft-lb torque capacity — matched to the driveshaft's rating above. The real difference: the FX1000 ($1,750) includes an adjustable hydraulic release bearing and ASE's green anodized pressure plate, while the ST246 ($1,950) does not include a hydraulic bearing standard — you'd add the Tilton hydraulic release bearing separately ($525) if you go that route. Once you factor that in, the FX1000 is the more complete-out-of-the-box option at a lower total cost; the ST246 may still be preferred if you already have a compatible hydraulic bearing or have a specific reason to choose Tilton's disc pack. If your build isn't approaching that torque capacity, a single disc clutch is a simpler, lower-cost option.
Common questions
Does the conversion kit include the driveshaft?
No. The conversion kit covers the transmission, bell housing, shifter, crossmember (on chassis-specific kits), and wiring; the driveshaft connecting the transmission to your rear end is sold separately and is chassis-specific.
Do I need to buy the crossmember separately?
Not if you bought a chassis-specific kit (MK4, MK3, IS300, GS300) — the billet crossmember with urethane mount is already included. It's only sold separately for Universal kit buyers or as a replacement part.
Aluminum or carbon fiber driveshaft?
Aluminum is the standard choice and covers the vast majority of street and moderate-power builds. Carbon fiber costs more but reduces rotating mass further, which mainly benefits higher-RPM builds or anyone chasing every bit of drivetrain weight savings. If you're not sure which you need, aluminum is the safe default.
Which twin disc clutch should I choose — FX1000 or ST246?
Both are rated to similar torque capacity (around 1200 ft-lb) with a similar twin disc, strapped-floater design. The FX1000 includes a hydraulic release bearing standard; the ST246 doesn't, so factor in the extra $525 for a Tilton hydraulic bearing if you go that route — which makes the FX1000 the more complete package for most builds unless you have a specific reason to prefer Tilton's disc pack. If you're not near that torque capacity, a single disc clutch is simpler and less expensive.
Do I need the wire harness or shifter separately if I already bought a kit?
No — your kit already includes a wiring option (Bowler wireless module or PNP harness) and a custom offset shifter standard. The standalone wire harness, Bowler All-in-One harness, and offset shifter assembly listed above exist for replacements, upgrades (like the Bluetooth app-controlled harness), or builds outside a full kit purchase.
Still not sure what you need?
A full T56 Magnum swap has more moving pieces than a CD009 swap, but most of what you need beyond the transmission itself — bell housing, shifter, crossmember, wiring — comes standard in the chassis-specific kit. The main things to add on top are a driveshaft and a clutch. Browse the full parts catalog, or reach out with your chassis, engine, and power target and we'll help you build the right parts list.