Scott

I don't understand the T-20 then, I thought you were saying 20 mins to go lol.

A lot of confusion is coming in because people prefer the look of stock vs modified etc, and people seem intent on turning it into one of those threads rather than looking at modern styling in cars and comparing it to their Supra. It's all about opinions really, but there is no denying that there is a contrasting difference between the supras styling and modern car styling. It held it's own way past it's sell by date though. You will find on this forum there is always a "what I have is best" matter of fact attitude. Just take each comment as the persons opinion as generally that's how they mean it, the wording is just a little off

Is it going to be an hour early then?

Sorry, what I meant was that there would be no difference in pressure drops with either setup. That's the part I didn't agree with the direction of flow or lack of it won't make any difference to how quickly the rail is re-pressurised, that's going to be down to the pump as long as the "in" and "out" ports were unrestricted. Regardless, I agree that there will be no flow of fuel through the rail, the only fuel flowing into the rail will be the fuel that is being used by the injectors. At idle this won't be a lot and if the injectors & rail are hot this will heat up the fuel very quickly which obviously won't be good. Overheating the injectors alone can be really bad. Good information for anyone wanting to understand why the conventional method is used

Funnily enough I think the manifold is actually a UK spec one. If it makes any difference you would get an easy £120 for the bits you take off

I don't agree with the head of pressure, as they would both create the same pressure if the "in" to "out" ports are unrestricted, but I agree that there would be no flow through the rail which after a hard pull kicking down to idle will end up with a hot rail and hot fuel (not good). Conventional setup it is, thanks for the explanation

More to the point when are the NWS snaps getting posted?

You didn't read my reply, you don't understand how the FPR works either given your reply

Thankyou, either I'm not nuts or we both are

All bought in and mixed in work mate, absolutely no idea what stuff it is. If it helps it goes onto the external areas of the tay 620 & 650 intermediate cases

Yeah, that's where I found out about the aeromotive ports. Basically everyone blocks off the "In" port of the aeromotive fuel regulator for no aparent reason.

I don't see that making any difference given how the FPR works. A pressure drop anywhere in the line will effect pressure throughout the system instantly. It makes no difference where the relief or the restriction is. A drop in pressure in the rail due to the injectors working will see the same pressure drop at the fuel filter and the same pressure drop at the FPR. You are correct in thinking that a regulator before the fuel line would be a bad idea, this isn't the case though as.... far as I can see anyway. The restriction, as I've said, is put on the return line so the actual regulation is on the return line, not the fuel in or out.

I don't feel that I know better, but to put it bluntly I don't think you guys know either as you can't give me any reason as to why. I like to have an understanding of tasks before I undertake them, and one thing I certainly won't do is install something a certain way blindly because everyone else does it that way. In this particular case I do know a little bit of what I'm talking about as I work with gas, fluids, regulators, pressure testing equipment etc in work. This is the reason for my query, in my understanding the above circuits will do exactly the same thing, I'm looking for insight as to why that might not be the case... maybe something i;ve missed.

Yes, the topic you are on about has been done to the death. It isn't a stock vs modified thread or a styling thread. The thread has been about how modern the supra looks and why certain modifications make it look more/less modern. It turned that way on page one when the discussion was about the supra vs the 3000gt in regards to modern appearance. Hence why I said to have a read at what other people think rather than just telling everyone what you think. If you had, you would have been able to join in the conversation rather than just starting your own

I understand that this is the way you guys have done it. I still don't have any reasons as to why though bud. You are both telling me to do it your way without giving me any understanding of why. I see no difference, regarding the pressure in the rail, with either setup. If there was a restriction between the "in" and the "out" ports I could understand why but as far as I know there isn't, the restriction is put on the fuel return.

Bargain of the century.

People are getting modern and classy mixed up. Don't worry about it, some folks won't even have read any of the previous replies before getting their bit in..... it's the way of the MKIV world

Is this your opinion though Wez? Any reasoning behind it? I started the thread to get an understanding of why. Surely the Aeromotive FPRs have an input and an output, along with a drain and a gauge ref point, for a reason?

I'm buying an Aeromotive FPR and during the transaction I was asked what fittings I wanted. I had the setup one way in my head but a different method of setting it up was suggested. I'm just looking for information as to why one setup would be more beneficial to the other. In my head they both seem to do the same thing but obviously I have no experience here. Please excuse the crude drawings.... Yellow is fuel pressure, green is return and blue is the twin feed rail.

You should have a read at the trend of the thread though

While it looks great it doesn't look modern

G3 polish is getting good reviews for taking off the yellow. Get a small tub of that and a couple of microfibre cloths and see how you get on. I would certainly try that before spending lots of money. If you are set on buying new lights then your best bet is glass lights from Toyota. They will cost you around £320 for the pair. Best person to contact, if you aren't friendly with any Toyota dealers yourself, is Steve Manley at Inchscape Toyota. His number is around the forum, if you do a search for his name you will find it. The advantage with the glass is that they won't fade, yellow or dull over time, the disadvantage is that they don't have the more modern look of the facelift lights. If you want to go with the facelift option you will pay a fair whack more, again call Steve Manley as he is often the cheapest (or thereabouts) in the UK. I think the cost is closer to £500 for these though. The advantages of the facelift lights are the look, the disadvantages are that they are plastic so will fade, yellow and dull over time (it will be a long time in the UK though due to a lack of 100 degree sunshine akin to Japan). HTH

I was joking Chris

I'm forever voting for Emma Done.

That's not how I read it. His point is that they don't open wider hence they make no difference to the operating temperature. The operating temperature is governed by the cooling system as a whole, not when the thermostat comes in. The only difference here is that it will take longer for everything to warm up. This is obviously an advantage when you are taking your car out to cane it as the temps will rise quickly, the stock thermostat might not react quickly enough to the rapidly rising temperatures and might overheat. With the TRD it opens 10 degrees earlier so the full cooling system, radiator etc, is already in full use giving that extra 10 degree cushion. That's how I understand it anyway. Oh, and that's no use to me as when I'm caning it the engine will already be up to full temperature etc