Jellybean

Looking Good Sir!

Good compqny

thanks Chris , Sensors are for the Motec Fuel/Oil Pressure failsafes What would you recommend for a Fuel Pressure in the Stock OEM system? Tap the rail , maybe get an after market FPR and Fuel pulsation bypass line

Thanks , Think I have a spare plug on my Greddy Sandwich plate for the Oil pressure sensor Think they are 1/8 NPT (Defi Guage oil pressure sensor is in there)

Hi What is the best way to tap in a Fuel Pressure sensor to the OEM fuel rail , and Oil Pressure Sensor to the block? thanks

You wont go wrong with the Super sports , going to get them next ; I know alot of people running them who give them the thumbs up, plus a high percentage of OEM flagship Models are shipped with them Good Year Asymmetric 2, excellent tyre too , Asymmetric 3 should be out soon

Supra Ring? as in a ring for your finger ?

Fantastic Thanks!

Thanks , thats good news!

Lol he asked

thanks Wez!

Garage was talking about boring out the block to 10mm , said it was tight in there , could take some time ; Wideband knock is just a nice to have though

Thanks Chris! Just giving the mapper a refresher on VSV's , we are going to run her in sequential , he said he had a M800 doing it before Pricing for the M130 looks good , might be able to get the GPR package at 60-70% reduced cost if under private license (we have the package only associated with the 2JZ crank trigger pattern) need Motec to get back, this is what John Reed is doing with his Supra firmware

Hi I looked at Ians thread and MkIV article , is there a more technical article with reference to voltage Actuators and VSVs: There are four VSV/actuator assemblies that control the sequential turbo operation: Intake Air Control Valve (IACV) Exhaust Gas Control Valve (EGCV) Exhaust Gas Bypass Valve (EGBV) Wastegate VSVs switch manifold pressure (boost) to and away from actuators. The actuators open/shut valve butterfly flaps. IACV When this switches, boost generated by #2 turbo is allowed to join the intake stream When it isn't switched, there is a small flap in the IACV assembly that allows any boost generated by #2 turbo as it prespools to join the intake stream, preventing turbo stall. EGCV This allows exhaust gas to flow through #2 turbo, causing it to spin up. When it's shut, there is no gas flow through the impeller of #2 turbo and therefore it doesn't spin. EGBV This allows some exhaust gas to bypass the EGCV and join the output of the first turbo. It serves two purposes - one, it prespools the second turbo by allowing some exhaust gas flow through it. Two, it controls the amount of exhaust gas going through the first turbo in much the same way as a wastegate - therefore controlling the maximum boost pressure generated by #1 turbo. Wastegate This bypasses exhaust gas from the first turbo, lowering the overall amount of exhaust gas going through *both* turbos and controlling the maximum boost pressure generated by both turbos in parallel.

I heard you have to modify the block , bore out to a 10mm from OEM 8mm? Is this a big job to do in situ?

Hi Car: Jspec TT6 GTE NonVVTI RZ JPN LB 2JZGTE TWT MTM 6F JZA80-ALFQZ Does anybody know the Denso Injector part number , OEM is 23209-49025

Power FC, AEM V2 can run OEM Sequential setup out of the box , but yes more recent ECU's it depends on I/O available and how creativity your mapper is. Unless I cannot get a M1 mapper ; I am going to go with the Motec M130 and LTC Wideband Controller

ECU required , I looked into piggybacks but you are wasting your time, with the OEM ECU she is off the scale rich on idle , other than that she goes like a scalded cat! Standalone and Wideband to get fueling spot on

I decided to invest some time into Motec , getting up to speed on their products, I had narrowed it down to M84 -- Would be ideal but Lacks Knock control & Individual cylinder tables M600 with SKM add on M800 with SKM add on M130/M150 From what I could see there is a big price discrepancy between 100 Series unlocked and the new M1 series with a GPA/GPR package, normally the latest tech is the most expensive ; sounded too good to be true but it is! M1 Series I downloaded the M1 Tune/Build software , straight away I felt comfortable in the Motec environment . First impression was a strong correlation with software development; coding parameters, custom modules to get the device to perform a function ; I presume you can do full-scale custom code modules? In what language I am not sure , what framework the M1 series is based on , .NET c# or Java .... ? Need to look into further What I really like , I am sure whoever setup the Motec M1 Ecosytem has strong ties with Software development framework , redistributables i.e. redistributable packages (M1 builds / firmwares) ; these ECU's are generic in every sense of the word, custom firmware defines them for X model of Car, there is good scope to monetise your builds by selling on the firmware as a custom codebase for X model of car So far I am playing around with different calibration modules , just took a look at the M1 Build software to create a custom package for the unit ; once you get familiar with the environment it will be a powerful platform to build upon! So far I am impressed , it is literally a blank canvas to work off!

I would also look into Chris Wilsons Bilstein setup , was in Damiens Supra around a bumpy track , car was unbelievably comfortable and handling was fantastic For the road they would be my choice, soak up the bumps yet handle fantastic when you push her on - - - Updated - - - I would also look into Chris Wilsons Bilstein setup , was in Damiens Supra around a bumpy track , car was unbelievably comfortable and handling was fantastic For the road they would be my choice, soak up the bumps yet handle fantastic when you push her on

Nice one in Ireland

Just showing off now dude LOL Thanks for the Explanation!

Sorry I mean why use Ford coils on it!

I would also recommend getting Teflon Valve Stem seals , Chris Wilson sells them ; got some in mine Doing your head in situ can cost you more in labour as opposed to removing it as it is a tight space and you need the correct tooling, swear jar , hours can rack up if your mechanic has not done it before , removing a downside is distributing the seal between the blocks ; each has its plus and minuses Munro racing in Austrialia might be worth looking into , my friend is running their OEM hybrid setup in his 1JZ Supra, no issues so far http://www.munroracingturbochargers.com.au/performance.2jzct20.html When I find myself in your shoes , I will most likely take the leap into small single for reliability

Just taught of that after I posted , thanks again Chris!