jagman

No , you cant charge cool before the charger as the air is not compressed, after the charger you can go overboard with coolers when all you need is to reduce IAT , you simply lose boost . cooling is always better at the heat source in this case within the charger (in fact at the outlet side of the rotors) so water injection pre charger will reduce heat in a big way and reduce the need for the post charger cooling . In fact fuel can be added as a cooling medium into the charger , this gives great fuel/air mixing and as you need more fuel anyway with more air being moved ,but not as effective as water /meth These chargers dont like going much above 13 psi , they create heat and get back flows creating turbulence , they will however still work when pushed , boost will be fairly constant but rise at the high rpms as the exhaust starts to choke , this rise needs to checked when going for higher boost as much heat can be created . This charger is a tad big for the engine but will flow plenty so good power to be made

I guess there are 2 options as prevention , 1 fit an ECU with misfire detection , probably ££££ 2 fit and or use brand new coilpacks,clips, and regular plug changes/checks - (I m going with the brisk plugs ) Option 2 seems prudent given known missfire problems with the supra engine on high boost , dont know if the DLI units do what they say they do ?

Sulfation Lead-acid batteries lose the ability to hold a charge when discharged for too long due to sulfation, the crystallization of lead sulfate. They generate electricity through a double sulfate chemical reaction. Lead and Lead(IV) Oxide, which are the active materials on the battery's plates, react with sulfuric acid in the electrolyte to form lead sulfate. The lead sulfate first forms in a finely divided, amorphous state, and easily reverts to lead, lead oxide and sulfuric acid when the battery recharges. As batteries cycle through numerous discharge and charges, the lead sulfate slowly converts to a stable crystalline form that no longer dissolves on recharging. Thus, not all the lead is returned to the battery plates, and the amount of usable active material necessary for electricity generation declines over time. Sulfation occurs in all lead-acid batteries during normal operation. It clogs the grids, impedes recharging and ultimately expands, cracking the plates and destroying the battery. In addition, the sulfate portion (of the lead sulfate) is not returned to the electrolyte as sulfuric acid. The large crystals physically block the electrolyte from entering the pores of the plates. Sulfation can be avoided if the battery is fully recharged immediately after a discharge cycle.[11] Sulfation also affects the charging cycle, resulting in longer charging times, less efficient and incomplete charging, and higher battery temperatures. The process can often be at least partially prevented and/or reversed by a desulfation technique called pulse conditioning, in which short but powerful current surges are repeatedly sent through the damaged battery. Over time, this procedure tends to break down and dissolve the sulfate crystals, restoring some capacity.[12] Higher temperature speeds both desulfation and sulfation, although too much heat damages the battery by accelerating corrosion. As above is the most likely issue. Strangely the batteries in the 60s were better ,and they were mostly Dynamo charging systems , I had a 1963 mkII jag , still with original battery , it was left 6 months and fired up without problems. It seems that modern batteries are just rubbish construction , probably some money making going on ,,,

Air is easily compressed , fluids are not , so fluids can be used to transmit work , thus hydraulics are used to say move a digger bucket , the fluid pressure is used to move a piston in the hydraulic ram .. If you screw a bolt into a blind hole , there is air in the hole it compresses ,now fill with fluid and repeat , the fluid wont compress ,so something eventually has to give the pressure builds so much eventually the thread strips... in this case the piston tried to compress a fluid , the pressure rose to a point the rod bent!! known as a hydraulic lock

Big up for the stock block, despite thousands of "jamie miles" the rod didnt fracture , cant get a better stress test than that !! now follows a sales rise of coilpacks,LOL, and a misfire detection thread,,,

hope you have a full recovery, next time you want to be a crash test dummy please fit high speed camera and black and white circles on your vitals-LOL

I did once read that 600 bhp was the original design criteria , probably at pretty stock rpms ,not hightened ones , but with modifications to stock in balance with what Toyota originally did then higher power is possible . more servicing would be a given ,and closer measurement of certain limits ....oddly 2 guages that no one ever fits 1 detonantion indicator 2 cylinder head temp guage

good work!!, once up and running plumb in a vacuum guage between throttle and charger , if you have high vacuum at full chat ,then the throttle is not big enough or pipework or filter restrictive In a perfect world you would get zero vacuum ,any vacuum present means the charger is out sucking the throttle/intake with the throttle full open , this vacuum uses power from the charger and ultimately crank to be created - less vacuum more power running a tad of pcv oil thru the charger helps preserve the rotor tips too , but only a tad needed as a mist The charge cooler remember is mostly for IAT control , you cannot create more oxygen after the charger - what goes in also comes out as its fixed displacement - pre charger is where the benefits of cooling are - more oxygen in ,more oxygen out

Its a possibility , hydrolock would be my educated guess as primary cause , you have good fuelling and mapping so less likely detonation, could easy be a simple gasket issue or head bolts , what you may have highlighted is a need to perhaps regasket at a regular interval with larger power levels and giving it beans regular

it would take very little water, say 10cc of water passed the gasket under high boost , as a one off event not a leak as such , rod bends and bearing shagged , from here on the rod is likely to bend further and bearing get worse , there are only so many things that can bend a rod

then oil or water and det remains plus bearings , water oil and fuel dont like being compressed like air , it would not take much water say to pass the head gasket and pop

Its seems to me somehow the chamber flooded with fuel ,full open big injector maybe, then the piston tried to compress the fuel ,that wasnt gonna happen so the rod bent , fair play to toyota rods that it didnt snap That or the bearing or oil to the bearing at fault

The only real issue I see is the length of time the engine is on full boost and the high average rpms,everything fails for a reason ,cause and effect ..

theoretical power would be 100 bhp for each 150 cfm , but you will get losses and not 100 per cent efficiency , The HHO is interesting , I dont see any fuel savings but the detonation limits could be raised , this could allow greater boost and less timing so more power . good to see someone trying these things out its all a bit unknown at this point , instant boost should be fun

http://www.mahle.com/C12572E600480825/vwContentByUNID/999C385E8413A58EC125767E005C2CCA/$FILE/MAHLE%20Failure%20Manual.pdf have a look at page 49 Jamie

I think you may have the wrong cause and effect , the maximum stress and strain on the rods are at peak torque and peak rpms , this is not gear related as such or car speed related as such . maybe if you were towing a caravan on a top speed event To bend a rod is an achievement by just the engine torque alone ,even stock rods are tough things. detonation can do this ,but you have no signs , but so can hydrolocking fuel or oil or water cause this to happen as can bearings. obviously physical contact of piston would work quick smart too If high cycles is the problem the rods would tend to crack and fly apart not bend . Did you shut off the throttle at max power quickly. dont knock the stock block quite yet ,,,

That would be 3 endoscopes then !

Interesting that nearly 50% of failures are due "dirt" followed by missassembly as second cause, TBH with the amount of potential failures with high time older cars now , if seeking higher outputs than stock ,lets be fair we ALL want that !! then it really makes sense to simply replace the short block and fit a properly sorted head (dont think toyota do a long block) You now have a factory fresh unit , and can recondition all the external moving parts and have clean oil ways,water ways,zero wear , THEN bolt on your power . Easier for install with engine out and save a great deal of time and money and effort . If seeking specialist use Drag,race,speed events etc - Then a specific build is needed and the coin to fund it!! Im sure the value of a car with brand new Factory engine , would be lots higher than an old unit fitted , buyers are scared of potential future costs with old performance cars ,enthusiasts will pay a premium , the wannabes wont !

http://www.mahleclevite.com/publications/CEB-1-1208.pdf

Do they have more than one endoscope for use at either end -lets hope so !!

Its a long list for detonation : too lean - too rich- timing error too much compression carbon -see above plugs poor cooling system pre ignition carbon -see above poor fuel mixing atomisation -intake valves/injectors oil mist from valve stem seals oil mist from piston rings too much boost poor oil cooling poor engine scavenge high intake temps -intercooler oil mist in intake air poor quality fuel -low octane plus a few more obscure things !! Driving like miss daisy is probably the worst thing along with short cold start trips (read super low mileage) -as carbon build up is greater , using cheapo supermarket fuel wont help either - funny how these are considered the ideal buy !! , upping the boost or bolt on boost now can cause the dreaded detonation ,,,, The answer is to eliminate the causes and means head removal and inspection = money The cars are now old and the days of simply decatting and or pushing boost numbered , now there must be a few checks and inspections carried out or just spin the coin and hope , but expect wallet death "Ironic i brought one because they are known to be very reliable as stock :P" --- They were once upon a time !!!

So thats nearly double the output of a Ferrari 360 with its v8 engine ,on a 15 year old engine , without even looking inside ,and on a limited budget - there may be a flaw in your plan Baldrick!!

I think you will find that is customer cost driven ,and not the tuners advice !!, you know that you are going to make more power,more boost,more chance of detonation ,why spend out on the finest ecu and mapping only to det because of carbon build up on the piston ? Not only that it ensures that a new gasket is fitted and the head is true (you dont know how many overheats the previous owner had ) it also allows inspection of the valves and seats , checking the valve guides and new seals (they will probably be close to worn anyway) , You can also inspect the bores and pistons (decoke and polish if necessary) , tank clean the head and ensure water passages are not furred up . you can also inspect the head for any hotspots or imbalances in fuelling (different colours on the valves ) and hairline cracks , tracking ,water leaks,gas leaks , and generally clean up the head . if you were feeling a bit flush then get the head ported and polished and cc,d as well as relapping /renewing valves and checked over by a head specialist - All in all why wouldnt you take the head off - to save money -lol - could cost you a LOT more later on .

If anyone is considering pushing up power levels its a fundamental that the head comes off , leakdowns,compression checks are just a band aid guide - THE HEAD MUST COME OFF !!! Its the heart of the engine where all the action is taking place ,having unknown internals here , then any bolt on power can cause a failure , its either known good by inspection or a lottery

Its simply down to money,in the UK we have far better access to very high quality Motorsport/F1 facilities, but it costs and 99.9% of supra owners do not have the budget for it . Also we import most supra items,so any UK made items are low production runs and more expensive,so we import items......