David P

I am running on Vredestein Sessanta, very pleased with them. 295 and 255 x 35 for those size wheels.

I fitted Autobahn88 headers, and with the OE exhaust system it sounded nice and crisp. Then changed to a 3" HKS silent power......... It was so LOUD that I was sure my fillings were going to fall out. Ended up adding an Apexi tail silencer and 2 Moroso spiral mufflers. Pics and details in my garage and albums.

The Failside looks just as bad as it does on a Supra

Save yourself some money, just poke the cats out of the pipes you have.

Thank you for the link, if there is no-one up for/to it in the club, I will make contact, but may be simpler to just go to the local engineers. Is there anyone with a single turbo that knows their boost pressure and cam timing? Just boost pressure in psi or bar and spec/make of cam will do, I can find out the remainder.

It would be enlightening to learn the dynamic compression that the single turbos' are running up to, with and/or without w/m injection. I have tried asking by p.ms', but yet to find a member who knows, so ask here in open forum. There is a calculator in the link below. http://www.rbracing-rsr.com/comprAdvHD.htm Here are most of the OE spec figures required in inches, will need different for aftermarket h.g. or camshaft etc. Bore in Inches : 3.3858267716572 (stock 2JZA80) Stroke in Inches : 3.3858267716572 (stock 2JZA80) Rod Length in Inches : 4.931102362204725 (stock 2JZA80) Static Compression Ratio : 8.5:1 (stock T.T.) Inlet Valve Closes ABDC : 52o ABDC (stock T.T.) Boost Pressure in PSI : ? Target Altitude in Feet : 300 Or just let me know the purple figures and I can work it out from there. Thank you

They are running on pump fuel up to 14psi, but state "this is the ragged edge" and recommend 12psi. 11.9psi is where I plan to begin with a 4.5" pulley.

In the U.S. they are running up to 14psi with the stock N/A compression, yet with the water/meth injection I should be able to run more. The original Jag s.c. pulley is an 8 rib 3", but in this installation it will be a 6 rib and around 4". My thinking is that the belt footprint will be similar, but need to pay attention to avoid slippage. The quick-change pulley I have bought has a 3.8" pulley, but think it prudent to begin with a larger size, keeping the boost down and largest belt footprint, then work down in size monitoring belt traction, detonation and power output. This means that I will need a 4.5", 4.25" and 4" pulley making. I have access to a lathe, but have never used one before and not sure that I'm up to making a good enough job. Is there a club member who is dab-hand at this and could make them for me?

Was that "Landrover Baptist Church"?

Like you, I am automatically subscribed to this thread. I will follow your electronic power steering conversion with great interest.

James, Pleased to hear you are O.K. Maybe you will need to change your handle to "little numb"

Thank you, it is taking shape nicely. The induction pipework and throttle body must be routed underneath the charger, the bore of the N/A item is the same as for the Jag, and looks to be largest that could be shoe-horned in? So it looks as though it will have to live with that, but the output will need to be kept within the capabillity of the transmission anyway. The HHO is to be fed before the t.b. so that will be + 4 lpm of damp O2.

11 minutes ! That'll be the second option then

Did the cold reality of my labour saving offer transforming prattle into a project reality make you swoon with appreciation? Or are you just lacking the courtesy to respond with a thanks but no thanks, I was merely prattling?

The 'quick-change' supercharger pulley has arrived. Compared to the original, this pulley is offset both ways around, I can choose between a little more, or a lot more. One of these configurations will work. This pulley is 3.8", which was the largest diameter quick-change I could find. I think this could be just a little too small for the build? Now I have a 'pattern', I will have a 4.25" made. Using the 6.78" ATI crank pulley , here are the M112 cubic inch per revolution (1835cc) supercharger boost/pulley size figures; 4.50” = 11.9psi (0.82 bar) = dynamic compression 15.8:1 - 664 cfm (18,802 lpm) @ ambient temp - engine 6,800rpm s/c 10,245rpm 4.25" = 13.5psi (0.93 bar) = dynamic compression 16.8:1 - 703 cfm (19,907 lpm) @ ambient temp - engine 6,800rpm s/c 10,848rpm 4.00” = 15.3psi (1.05 bar) = dynamic compression 17.9:1 - 747 cfm (21,152 lpm) @ ambient temp - engine 6,800rpm s/c 11,526rpm 3.80” = 16.9 psi (1.16 bar) = dynamic compression 18.8:1 - 786 cfm (22,257 lpm) @ ambient temp - engine 6,800rpm s/c 12,132rpm

Adam, Thank you for your input, excuse my delay in responding, your post was left behind on page 2, consumed within a minor flurry of negativity.

We are talking about different things. The flow rates I posted are for supercharged air, in response to the doubts of power from this build.

Chris, Interested in your comment re. consuption of air by N/A engine, but really should be in the s/c thread. If the T.T. engine with the restriction from the turbo(s) can pass greater volumes of air, then why not the N/A with a free flowing exhaust?

Chris, Not expecting economy at 8,000 & WOT, but maybe a little more power with the N/A build, and maybe additional det protection when supercharged. Cruising would be more like 2,000lpm which multiplies your figure by 4, and the gas is 2/3rds O2, so 4lpm could be multiplied by 5, not sure of any calcs for the Hydrogen. We soon will have a better understanding.

These figures are from the Supracharger project thread. Could someone who can, complete these calcs into theoretical power figures please. Using the 6.78" ATI crank pulley, here are the M112 cubic inch per revolution (1835cc) supercharger boost/pulley size figures; 4.50” = 11.9psi (0.82 bar) = dynamic compression 15.8:1 - 664 cfm (18,802 lpm) @ ambient temp - engine 6,800rpm s/c 10,245rpm 4.25" = 13.5psi (0.93 bar) = dynamic compression 16.8:1 - 703 cfm (19,907 lpm) @ ambient temp - engine 6,800rpm s/c 10,848rpm 4.00” = 15.3psi (1.05 bar) = dynamic compression 17.9:1 - 747 cfm (21,152 lpm) @ ambient temp - engine 6,800rpm s/c 11,526rpm 3.80” = 16.9 psi (1.16 bar) = dynamic compression 18.8:1 - 786 cfm (22,257 lpm) @ ambient temp - engine 6,800rpm s/c 12,132rpm

Here it is! 2 HHO 3 lpm generators 2 voltage frequency modulators 1 modulator control box and connectors 1 circulating pump 1 automatic frost guard device 2 x 1 litre tanks. (maybe not needed) The manual is provided online. http://www.hybridconversions.com/hydrogen_and_hho_system_manuals_s/14.htm I have a 3 litre tank and level sensor, that I want to use as the reservoir and bubbler, and not planning to include a water trap. I have ommitted to purchase the MAP and O2 sensor fudging electronics, because these functions will be controlled directly by the AEM ECU. According to Clarkson, all that is needed now; is to grow a beard and collect some bio degradable baling twine. I will settle for some slightly warmer weather before laying around outside under the car. I will tinker with some mountings. I had fabricated an alloy shelf in readiness to fit, but as I feared, this will not be strong enough so I will make another. I am getting plenty of practice with my discing art-work just lately. These contraptions require constant cleanliness, regular minor maintenance, care and understanding of their fuelling, monitoring and adjustments, also annual dismantling of the 21 plate generators, cleaning, re-assembly and reinstallation. How many motorists could, or would even want to have to do, or pay someone else to do that little lot? I am growing a beard, just in case he is right Maybe my curiosity will be a Supramythbuster. I will keep posted the progress, yet admit that I still have questions of my own.

My sceptism manifests as positive curiosity.

The charger is at the engineers, the pre 92 4Runner cap is on it's way, the pulley has disappeared at Chicago airport and the weather is too cold to be lying around tinkering with pre rad brackets. So I did some more pruning. The charge cooler has been reduced to the core. Now the dog can see the rabbit. The distribution knuckle has been dovetailed to allow better lines for re-fab. The off-cuts will get recycled into the build.

Keron is your man.