jagman

I was going to suggest a big dog:innocent:

When the throttle is closed and then opened again and air is recirculated ,it is common to have the ecu run very rich during this transient condition - usually it is vacuum sensed in the recirc valve line or pipework - to prevent the hotter than normal air causing det on rapid throttle opening does the Map 2 allow this? as it does not happen on a turbo car

payment sent

When its all finished Ill put some pics up -there is a fair bit to do and source , but its a good base to start from as some things done already I will probably get the head done the same as the one I put on CJs/Gamers when I rebuilt that engine after the plug went on that engine ;as it worked real good, and my mate does them for me -bonus!

anyone recognise this engine ?? new project

Its one of the things I am investigating - an LPI conversion ,If the pump can handle the flow or 2 pumps needed and if large enough injectors are yet available they seem limited upto now - If they can then it would be more powerful than using petrol and be a lot cheaper

Pm,ed

I did infact do a couple of supercharged projects , which did work well ,and currently run a charged V8 soarer (not my project) Certainly the supra would make a perfect charged car ,but cost will always be prohibitive

Understood , the operation of the bov will then become significant in the throttle response on and off throttle and the length of the recirc pipework - you may get a kind of yo yo effect It may also be worth considering pcv venting into the charger intake this adds a little oil mist to lube the rotors on their tips , but will allow some oil into the intercooler which would need cleaning every so often

Well done so far !! I have not read the complete thread in detail , but can offer a few suggestions and have a couple of questions ,having done a bit with chargers -currently running a M90 on a V8 soarer Throttle after the charger ,How are you recircing the air ?

I will shortly have a single turbo car , but needs some TLC , so I will be scavenging parts on here for a few weeks ! much like Jamie -surely hes bought them all by now

Thanks Jamie , your car seems to have progressed somewhat,from when I was last here , some diehards still here and some left I see

Not so much a new member but a returnee,and hankering after a supra again ,after a spell of other cars ,and current soarers x 2

DHL = Drop it ,Hide it ,Lose it

The Corvettes -97 0n have got to be a serious alternative to the supra on all levels,not least sheer value for money- The zo series more expensive and rarer but what cars!! with the new one over 500 bhp off the factory floor !!! at £50000 plus its gotta make the Euro supercars owners blush,they always come back with the same answers its only got x or y or z or hasnt got a/b/c -what it is --a supercar for the masses and well done to the yanks for that for the cheapskates me and half the forum-the c5 is the one to get then add some british engineering ,heads port and polish and valves ,manifold,exhaust, suspension alterations -we have some very good companies here for that,and a supercharger conversion to around 7 psi boost total £10000 ish - result :one of the fastest cars in the country bar none for £25000 that will be reliable,wont rust,and need a minimum of servicing For those with the loot (plumbers/estate agents/solicitors and the ilk)the new 07 z06 seven liter monster just cannot be beaten and might mean I can get a plumber round the house on time to shake his head and suck through his teeth with "you need a new.....that will be at least £500":d

If it is related to oil pressure increase/flow restriction,as I previously mentioned the na/TT differences should be looked at like the oil squirters.and pressure relief on them ? clutching at straws = free thinking:)

The Corvette wont be a pile of rotting metal in 14 years time,there isnt that much steel on them!,lots of aluminium and composite,as to residuals remember they are a cheap supercar to start with £22000 new in the US . servicing is cheap also,try a Porsche in 14 years and price a service or spares!!! build quality is the other end of the scale to the TVR the corvette is simply the supercar bargain of the decade.-----respect due!!!

to compare turbo to turbo ,or car to car by using BHP is pointless the maximum bhp is only a function of RPM AND TORQUE it does not indicate how fast a car is could a 350 bhp car be faster than a 400 bhp car -YES for example if the 350 was a diesel 1.4 turbo race cars were making way over 1000 bhp -how? they were revving to 18000 rpm!!!! but you wouldnt want to drive one to the shops or in a traffic jam! we should ban bhp and make everyone use torque and redline ie my car makes xxx torque and redlines at yyyy rpm a bit off topic but who is running the highest torque on the forum?

IF!!! this problem is down to cc pressure ,it may not be a continuous fault ,only a transient thing that pops the seal and then is no longer apparent and any cc px measuring would have to have the fault present-which it might not be. why does the dipstick never seem to be affected? perhaps some sort of pressure delay ,allowing the seal to be moved first? certainly there is a lot of air moving through the engine especially on high boost,is this more common on larger turbos or those engines running higher boost?. is it more common on engines with different cams? or do the bone stock engine have this also? if so is it mileage related? is it both autos and manuals have the problem? has any vvti ever had the problem? sorry for all the questions ,but it is the way to find if the fault is ramdom or specific ,system or component,inherent or introduced it is correct that the n/a does not have this failure ?...... vvti?

There is a bit of a bias against the US cars in the UK motoring press,the corvette has so much bang for buck,looks great,and throw a bit of cash into an early c5 say £10000 with a purchase price around £15000 - £25000 total and you could count on one hand how many cars would come even close,in any area of performance -there are a wealth of after market items for the car in the states -Icon amongst cars , for the price of a small bmw

vette , cobra kit , or jaguar !!

This problem does not happen on the n/a ? only the TT -the pumps look the same ,except the clearances differ.seal the same? so what else is different in the 2 engines ? oil system wise and breathing wise? 1 boost pressure- rings/crankcase pressurizing 2 oil squirters on TT -blocking ?stuck bypass? who has renewed them on engine build? could these effect the oil pump operation 3 oil pump by pass has o ring and not washer? 4 vent system 5 permanent leakage even at idle? makes venting theory not look good -unless 1 large pressure surge causes problem and it remains 6 oil pump loading or surge/excessive rpm/poor pick up of oil? air in oil? that alters clearances? 7 crap pumps or seals?

"Been done by a couple of people, i think Jamie has larger breather hoses/take offs, and his still failed." Im talking huge amount of blow by -under high boost pressure-for a very short period ,far more than could be vented with a "larger hose" enough to blow a oil seal type volume of air but not long enough duration to say push out the dip stick (another extra vent source)

an interesting read! for my own 2p worth ,as the n/a does not have the failure rate ,it is boost related ,and crankcase pressure related -probably not enough venting ,and too much blow by,caused by too much loading on the piston rings-poor sealing-high boost-too hot-glazing-or whatever simple to prove just add more venting - my2p

The simple answer is yes you would have problems. Impedence is the term used for electrical resistance (ohms) but in an AC circuit . in a DC circuit resistance is used. dont ask why impedence is used and its a DC circuit cos I will be here all day trying to explain!! but it has to do with the supply being pulsed ,one pulse opens the injector and then it closes allowing fuel through the injector. the time the injector takes to open and close is critical and must remain constant so as to allow a precise amount of fuel each time this allows the ECU to effectively control the amount of fuel by the amount of pulses it sends to the injectors. matching the injector resistance (impedence) to the ECU ensures that this time value is kept constant,and coupled with constant fuel pressure gives perfect mixture control. mismatching injectors by wrong resistances or poor connections,or high resistances totaly fooks up your mixture. the ecu even has a feed from the electrical power supply to measure the supply voltage and will alter its pulses to suit,keeping the fuelling constant despite changing battery voltages. Refer to first line -yes