UK Supra TT

Yeah but like I said i'm going to make my own, at the end of the day knock is just a vibration picked up by the knock sensor (effectively a microphone) the "knock analyzers" out there are just a band pass amplifier to a set of head phones, and the display types, if there any good, are a Fourier transform analyzer which just show you the number of spikes at a specified frequency over a specified threshold

Yeah basically, more of a graphical LCD display though showing effectively a spectrum analyzer, knock can then be seen clearly at specific frequencies in the graph, but I'd imaging each engine type knocks at fairly specific frequencies due to the construction, resonance etc. That one is pretty well prices though isn't it

Oh by the by while i've got all you technical bods here, do you know what kind of frequency band knock occures in teh 2JZ-GTE engine? i know knock can occure between 6-9KHz but i'm designing my own Fourier transform analysis device, using a microcontroller, knock monitoring seems to be really expensive so though it would be interesting to make my own

Is this the book? http://cgi.ebay.co.uk/Maximum-Boost-Designing-Testing-I-Bell-Corky_W0QQitemZ330248162320QQcmdZViewItem?hash=item330248162320&_trkparms=72%3A12%7C39%3A1%7C65%3A12&_trksid=p3286.c0.m14

Thanks Ian, i'll have a look for that book, sounds good! To be honest I didn't even relies there was a membership fee, don't come on here often, just noticed that notice under my name though on the left, how does that work, is it a yearly fee or something, who do i talk to about it?

Thanks for the input guys, have you got any books you can suggest, are there courses in such things? I always assumed it was more of an apprenticeship kind of thing, although I know innovate motorsport run courses in the states, anyone know of a UK equivalent? I appreciate its not as simple as looking at the AFR I'm just trying to work out the relationship between TPS, MAP, EGT, AFR, ignition, etc That the other side of it too the ignition timing, and i know if you adjust one it has a knock on effect to fueling etc. I probably went about asking the wrong way and gave the impression I was about to jump in and throw some figures in, however I presume since at the moment i'm running a piggy back ecu (emanage) the stock ecu will still be doing most of the complex stuff and i'd just be offsetting the values to compensate for larger injectors, different turbo etc?

It's all well and good just getting it mapped by someone else but I'm trying to learn, i'm sorry if I seem I don't know what i'm talking about like you guys but isn't that all part of learning surly?? I'm not just going to rush in there and fiddle, I want to learn, I'm not the sort of person how is happy just to palm off anything there not sure about, I want to know how it works myself. Why does your AFR change so mush under high loads? surly the air/fuel ratio measured in the exhaust should show an "optimum" burn throughout the RPM range regardless of boost pressure and load, surly if you burn fuel weather its combined with atmospheric pressure air or compressed you still want it to burn properly and efficiently, and isn't that what your finding out by looking at your lambda reading? I apologies if my questions seem stupid, but like I said i'm just interested in learning, if i don't manage to grasp it i will get someone else to map the car.

Hi all, I've decided to replace my dead single turbo (an XS power T70, which seemed, besides the lag, pretty good until it went bang a month after fitting, but i'm not naive enough not to have been expecting that! lol Anyway, i've decided to replace it with a Garrett GT35R, a few guys running supra's seem to use these and like them, my old turbo was oil cooled, this has oil and water, I presume I take the water feed from the feed on the left side of the top rad pipe, where the stock turbo's got there's? and it returns to the metal pipe about mid way down the engine at the back? What dash size hose do people run for water on these things, I was planning on using an aeroquip braided hose. My next question is on tunning the AFR, some people seem to suggest tunning for lambda 1 (14.7 stoich) throughout the RPM range, others say more like high 12's, i'm a bit worried about this since I don't want to run the car lean and push up the EGT, any fuel experts out there? Cheers guys

well i'm trying to go for a bit of a one custom build, i want to design as much as i can, but if it turned out to be any good then i would certainly consider having a few more made to sell, but i'm going to need help from you guys to come up with a decent design anyway, want to see if i can do an inlet manifold if this is sucessfull too. I'm an electronics design engineer by trade and i'm making loads of one of electronics gadgets too and those will certainly up for sale if people want them. I'll keep you all posed. I'm looking into trying to decode the serial data streem from the ECU on ODB-I supra's like mine and most around. Don't suppose any of you have any info on the serial protocol used on early mkiv's?

well i can get the inconel/titanium etc for free, when they manufacture stuff they have pipes that fault inspection etc, since i only need short lengths i will just be using there free throw aways, handy huh! after it's made it will be penetrante inspected and possibly x-ray since NDT is what my mate there does. oh right, i was under the impression that you could simply rotate the turbine and compressor housings so it becomes essentially side mounted although the journal is all still vertically orientated, i relise you can't put that on it's side, is that wrong then? I certianly rotated the compressor housing on my current turbo to suite my pipe work. Oh really? so its not critical on turbo car's then? well thats good to know, i presume the more equal in length they are the better though? yeah i know things like stainless expand alot and become weak at high egt, i was going to put some support bars on it to help, what i'll do chris is send you a copy of my drawings to have a quick look at before getting anything made if thats ok?

Yeah i'll have to ask if they can do me one in inconel, if it's too expensive it just won't be worth it for me! I was wondering if there would be any benifit to mounting the turbo on it's side, keeping the pipes shorter and the flow from the ports would have to go round less bends, etc, good idea/bad idea?! T04 ok cool, i'll have a see what I can find, are garrett really worth the money? I know there a well known manufacturer and very experienced but so are HKS in theory and they produce some absolute rubbish on occasions! I suppose what i'm really driving at it are you paying more for the name? Inconel is very expensive, apparently more so than titanium, it's super dense and strong though. Yeah it was also my understanding that each branch of the manifold should be the same length, but things like wastegate placement are a bit more of a mistery to me at the moment, i presume since it's to reduce the flow through the turbine the closer to the base of the flange of the turbo the better, yes/no?

Yeah but i don't want to have to take off the xspower manifold untill i really need too, but you idea about using the stock one (pretty obvious really, but i'm obviously being a bit daft today!) is a good one, i'll do that. Yeah thats very true about the angle of the manifold tubes, how they join at the flange and where the wastegate is placed, i've got a few good books on engine tunning and exhaust design so i'm going to settle into some reading! Well apparently all the f1 exhausts they have including manifolds are titanium, they do inconel too but i was amazed at the weight of it, it's far denser than stainless, do you thing that would be the best material then? I'm more than willing to accept most of you guys know a hell of a lot more than me about such things and i'm not too proud to admit i need help! Good point on the garrett stuff, the reasone i was looking at turbonetics is that 500yrds up the road form my work is universal turbo's and they build/rebuild and are dealers for turbonetics so they would be building it on sight for me, they do garrett also though, any idea what spec would be best for a UK supra, i want to run around 500bhp without suffering too much from the lag you get with single turbo conversions, as far as i'm aware the smaller the turbine housing the faster the spool but i presume the size of the compressor wheel and housing would play a really big part in that too, but if you don't go large enough it can't flow enough at high rpm, doesn that sound right or am i confused?! Whats a good compromise that people like on supra's of this spec?

Cheers for the fast response guys, i've actually gone single turbo already, got an xspower manifold but it's not the best, and since i've recently learnt solidworks and a mate of mine works for an aerospace pipe manufacturing company they can make it directly from my design taking my file in directly, might even have it made out of something exotic like titanium, since they do formula 1 titanium manifolds there. Like you say need something with decent ext wastegate support, is it best to plum into the downpipe for the wastegate then, mine presently vents to atmosphere. Another thing since i've got your attention, i'm buying a new turbo next month, was thinking of a turbonetics T72, don't want to spend mega money since i can't! my budget's roughly £1000 and i want the best i can get for that really, any thoughts? Cheers

Hi all, I want to design my own t4 turbo manifold, does anyone have access to drawings of the exhaust ports on the 2jz-gte engine? other wise it means me taking my manifold and everything, or does anyone know who or how i could get hold of these drawings? Cheers all, Jon

cool cheers guys, Homer, will the link ECU work on an auto, as far as I understand it alot of the aftermarket ECU's don't work on auto's

Hi wez thanks for the reply, yeah i know there's several stand alone ECU's out there that will do it but I was wondering if i could do it with my standard ECU and an E-Manage or if there was another piggy back device i could get to do it, like the MAP-ECU, available at powerhouse racing Cheers

Hi guys, I've just come to the end of my single turbo conversion on my mkiv UK supra, the inlet to my turbo is 4" and the standard AFM is 3" ish, I want to run a MAP sensor instead of the AFM, it would also make evreything alot neeter, anyone got any idea how I can do this? I was thinking about trying a jap spec ECU on my UK car, is this possible? I was looking at a HKS VPC, they don't seem to be readily available though. Another thing I was thinking of mapping my E-Manage to a MAP sensor instead, I can't think of any reason why it wouldn't work but any anyone set me straight? Cheers, Jon

Yeah, i'd like to see if i can get the car running on the T70, just for peice of mind really, then spend the big bucks on a decent turbo and stick the T70 on ebay or something, i wanna build it up stage by stage cos im still learning, and i don't want to change too much at once and for it all to go horribly wrong and out of control, which i think is wise at the mement

well i've got an after market manifold, the inlet for the ports is longer than standard and i'm planning on putting them there, just behind the standard position, I've seen similar setups on racing setups, I'm glad someone doesn't think im completely mad! I'm planning on running an AEM ECU eventually

Yeah they are tyre sizes, sorry i ment to say that rather than wheels, strangly the wheels are the same size all round, but the tyres seem ok, the 245's just sit inside the rims slightly

Hi all again, Do MKIV wheels fit MKIII supra's? The wheels in question are 18x265x40 on the back and 18x245x40 on the front, will they clear the MKIII arches etc? Cheers

If you mean the plasic inserts on the back of the wheel, then I have those so hopefully that should be ok

Yeah it's a crappy xs power turbo, hence my want to get rid of it ASAP for a turbo technics turbo, idealy I wont even run the car up on the T70, just need more money lol I thought if i ran 2 sets of injectors I could manage the low rpm range better since i wouldn't be having to run the big injectors at a rediculously low duty, is this incorrect then?

Well the car will not really be used as a road car, but i hear what your saying, my plan was to keep the standard UK injectors and have my RC racing injectors which would in theory give arounf 1200cc per cylinder, more than enough for the application (i think) I had 880cc injectors but sold them since i though I could have better results at low RPM with smaller injectors and I can run all 12 on the emanage

Well there going on the back since there for drag racing (I only have two, which have Nitto 555 Drag Tyres on them) they certainly clear the rear brakes