Wez

Very nice

Will have to see how it pans out.

Its been a while since I looked into 2JZGTE cams but just found these :- JDM 248 IN/EX 8.61/8.79mm (stock jspec) HKS 256 IN/EX 8.7mm HKS 264 IN/EX 9.0mm HKS 272 IN/EX 9.3mm HKS 280 IN/EX 9.3mm JUN 256 IN/EX 9.3mm JUN 264 IN/EX 9.3mm JUN 272 IN/EX 9.3mm JUN 272 IN/EX 10.8mm (special option, interference) BC 264 IN/EX 9.52/9.52mm BC 272 IN/EX 9.52/9.65mm BC 276 IN/EX 10.29/10.29mm BC 280 IN/EX 11.48/11.48mm WB 264 IN/EX 9.3mm WB 280 IN/EX 9.9mm SRD 264 IN/EX 9.5mm SRD 269 IN/EX 9.6mm SRD 280 IN/EX 9.9mm EDIT: managed to find the HKS 256 info

Very nice, I have played with the mini OLEDs available connected via I2C, also done some work with the MCP2515 CAN controller, interesting stuff

Really, my understanding is the lift is how far down into the cylinder the valve protrudes, duration is how long its open. The stock cams and some aftermarket have lift that even when a cam belt fails if the valve is fully extended it would not touch a piston, the higher lift cams remove this safety margin.

Correct, although you do need to go a bit higher in lift, from memory the HKS 256, 264 do not lift high enough to cause an issue, the JUN 264 and HKS 272 possibly, or is there two version of the HKS 272, a higher lift version I think. The JUN cam wheels are worth mentioning, I had them fitted to mine when CW did the cam setup

Nice display, what are you using on the backend to drive it and are you displaying CAN data?

The EGBV is the first VSV to be activated

OK I loaded up the AEM Pro Software and checked the 2JZ-GTE install guide and checked the outputs in the base calibration, as I suspected it does indeed use three VSV and they are staggered Just to add, when I was running an AEM on stock twins we spent a fair while fine tuning these to get the sequential system running very nicely. You need to go back to your mapper with this as it doesn't appear they have done what you requested.

Having them both open at 4000rpm above 50% throttle would basically be parallel as per my comments on your dyno plot when this was initially mapped. The VSVs should to be staggered to provide sequential operation, if you have the AEM Pro software installed you can check the 2JZ-GTE basemap for good starting points EDIT: just to add I recall there being three VSV to activate not two.

Contact blitz with the details and ask them for spec.

Exactly the reason I said to be careful before touching it, looks like they have taken away / hidden full sensor configuration and now using just a min and max value and assuming the sensor has correct linearisation As with most sensors they have a spec sheet which states min and max, there will be an element of error / tolerance that exceeds these values which you are seeing, the ECU is basically saying that the configured min value is being exceeded.

Without having played with that software I cannot say for sure, I would be careful it doesnt adjust the MAP sensor linearisation as your whole map could be knocked out. Throttle sensor setup sounds pretty much like any other ECU with a simple calibration process, ie leave it alone, 0%, bury it in the ground, 100%, job done, again I have no experience with this particular unit or software Why is your mapper unwilling to help, you have paid for him to map your car and it currently has two errors, surely they should address it

Looks like two easy fixes / tweaks, get your mapper to sort it when he is next playing with the car

Very nice GLWTS

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Taking the VE fuel stratgey out of the equation I would have FP for safety, ie pressure trips, even more so when running multiple pumps, if one fails you could lose an engine So apart from the cost of sensor do you have to pay extra on the Motec to use it?

Those coils could possibly be a nice upgrade for the stock Toyota UZ V8 setup.

A mate uses Nutmeg and says there good, I was looking to move some old pension funds over but not got round to it yet. https://www.nutmeg.com/how-we-invest#portfolio-performance

On the 996 the PZero were terrible, switched back to Pilot Sports and all was well again

With 600hp available from the v8 in NA form I would leave it like that and not have to worry about all the extra work involved with a turbo installation. Nice and easy to work on, dont have to worry about intercoolers, wastegates, all the extra weight two turbos and manifolds add etc... With a v8 I imagine the torque figure will be pretty close to the peak power, your biggest issue will be traction and drivetrain stress.

Yep

slippery slope....

You will need a UK CAT1 bypass or stock UK CAT1 as the flange is different EDIT: its also worth mentioning that they perform differently to JSPEC so the fueling and ignition will likely be out too.