dandan

I'm very interested in the heat shield and will have it if the price is right. Can you post any more pics please?

A wise choice my friend, it's a cracking colour - really sets off the Supra lines. Is this DP/MP sold now?

What are you up to Mike?

6N0 Ernie, why do you ask?

Michel - I don't think the timescales are going to work out for me. 45days from end of July sucks up the exact time I want the car to be honest. It looks like I'll have to wait till late Autumn/Winter to take it off the road as I don't want to miss late summer driving. Please let me know if you change your mind on this 4" DP/MP as I'll take it. Chances are (assuming you'd still be keen) it's end up passing back through your hands anyway!

Is the v band on the turbo side of the DP 3" or 4" Ernie?

Exactly what fuelling mods did you have in place when it let go and do you know what boost, afr, ign timing and octane was at the time?

Any more progress Tony? All sorted yet?

I think you're right Alex - I read it too quick! What else has has happened to cars Dan has been mapping?

Sorry to hear the news Dean. What boost, fuel and afr's were you running? We're you in the 12's repeatedly while mapping on pump fuel? Any idea what you're egt's were doing or what timing you had at that point? Lastly what fuel rail and setup are you running other than the 650's?

Interesting

pm'd you a couple of questions Ro...

I like the look of the OBX clocked manifolds - 321SS too. Arguably a better material choice than HKS!

Cracking car by the way.....

Personally I'd much prefer a facelifted vvti 6speed than a UK spec.

Try it and see. There's plenty of auto owners with trac butterflies removed and I remember someone recently saying they thought their changes were a little smoother after they did it. Homer - are you speaking first hand when you mention the harshness everybody talks about? You could mod the butterfly to be more eliptical to when it's fully shut there's still 25% or so flow area. One thing to bear in mind - you'll probably have to drill the butterfly screws out and that would mean refitting or retrofitting a normal one would not be just a screwdriver job.

Is it a dual ball bearing Ro?

Yeah fair comment. Sounds like the osg twin is a stout bet for semi reasonable money anyway...

OK just wondered. Is there any way to stack two diaphragm springs and have one machined thinner and therfore lighter (possibly a little tricky) or better still source a much lighter one to double up with a stocker. I've seen it done before on other motors...so just throwing the ideaa out there..

Could yours hold say 550lbf.ft if you stiffened it up at all Chris? It's not exactly stiff at the moment (in either of our two cars anyway) and I'm sure most owners could live with another 20% stiffness on the pedal if they got the required clamping force for a small/mid single...

I reckon they probably do. I think the turbos I'm running are effectively no different to stockers but just with the steel turbine. Maybe I'm just lucky with the tuning/condition of the motor as it's definitely the quickest BPU I've driven - and on the dyno at 1.3bar the EGT's didn't pass 840degrees C.

MICHEL LANE - 1.6 bar - 520rwhp / 460lbs MPryde - 1.6 bar - 524rwhp/ 489lbs Thorin - 1.6 bar - 507rwhp / 443lbs Wallace9 - 1.6bar - 501rwhp / 478lbs michael - 1.6bar - BANG Tricky-Ricky - 1.6 bar - 516whp / 480lbs Mas - 1.6 bar - 510rwhp / 465lbs Daman - 1.6 bar - 525rwhp/ 480lbs Sheefa - 1.6 bar - 530rwhp / 490lbs Broomie - 1.6 bar - 522whp / 470lbs GeordieSteve - 1.6bar - 512whp / 504lbs Francis - 1.6bar - 499rwhp / 470lbs Dunk - 1.6 bar - 518rwhp / 455lbs Flukey-lukey - 1.6 bar - 526rwhp/ 474lbs Jevansio - 1.6 bar - 490rwhp / 470lbs Stupra - 1.6 bar - 528rwhp / 514lbs miko_supra - 1.6 bar - 495rwhp / 465lbs Spidermonkey - 1.6 bar - 480 rwhp/470lbs Daston - 1.6 bar - 516 rwhp/498lbs Bolarbag - 1.6 bar - 555rwhp/512lbs letmeshowyou - 1.6 bar - 531rwhp/497lbs fat_controller- 1.6 bar - 532rwhp/502lb Mikeyb10supra - 1.6Bar - 502/488lbs dandan - 1.6bar - 533rwhp/478lb.ft Neil tt - 1.6bar 542/500lbs b'have - 1.6bar 536/ 495lbs Pete - 1.6bar 475rwhp / 467lbs Flynn - 1.6bar 532rwhp/489lbs SupraPL - 1.6bar 522rwhp/455lbs TrickTT - 1.6bar 517bhp/493lbs Miami - 1.6bar 503/476lbs Cable - 1.6bar 539rwhp/501lbs Ian C - 1.6bar 545rwhp/490ftlbs You cut me out the list Charlie!

MICHEL LANE - 1.6 bar - 520rwhp / 460lbs MPryde - 1.6 bar - 524rwhp/ 489lbs Thorin - 1.6 bar - 507rwhp / 443lbs Wallace9 - 1.6bar - 501rwhp / 478lbs michael - 1.6bar - BANG Tricky-Ricky - 1.6 bar - 516whp / 480lbs Mas - 1.6 bar - 510rwhp / 465lbs Daman - 1.6 bar - 525rwhp/ 480lbs Sheefa - 1.6 bar - 530rwhp / 490lbs Broomie - 1.6 bar - 522whp / 470lbs GeordieSteve - 1.6bar - 512whp / 504lbs Francis - 1.6bar - 499rwhp / 470lbs Dunk - 1.6 bar - 518rwhp / 455lbs Flukey-lukey - 1.6 bar - 526rwhp/ 474lbs Jevansio - 1.6 bar - 490rwhp / 470lbs Stupra - 1.6 bar - 528rwhp / 514lbs miko_supra - 1.6 bar - 495rwhp / 465lbs Spidermonkey - 1.6 bar - 480 rwhp/470lbs Daston - 1.6 bar - 516 rwhp/498lbs Bolarbag - 1.6 bar - 555rwhp/512lbs letmeshowyou - 1.6 bar - 531rwhp/497lbs fat_controller- 1.6 bar - 532rwhp/502lb Mikeyb10supra - 1.6Bar - 502/488lbs dandan - 1.6bar - 533rwhp/478lb.ft

That's just not true - that's one of the typical "myths" banded around by people. I run twin 1.5" SU's on one of my cars and have no problems with them "going out of tune" - I've never had to fiddle with them to retune once they are setup. I've been using them on the same engine for over 9 years. I have two wideband sensors installed in that car and I know 100% what the mixture should be and would definitely notice any "going out of tune". Get yourself a synchrometer and you can set them up yourself (assuming they already have the correct and identical needles and all you want to do is balance them). You have to take your time, slacken the linkages off, adjust each one till their sucking the same then tighten the linkages back up and check both are engaging at exactly the same time. You need to set something the same on both to start with - let's say the jet height at somewhere sensible and make it the same both sides. Then balance the airflow on both carbs, keep adjusting the idle speeds and readjusting the mixture screws to allow for more/less airflow. You'll probably find you can close the butterflies a fair bit from when you started by constant retrimming of the mixture to suit - if you have a vac gauge you'd see the engine pulling more vac at idle than when you started the tuning/balancing. I find the large bore A series engines idle best around 12.5-12.8:1 if they've got anything hotter than a 276 cam in - anything like stoichometric is a no no! They can obviously run much leaner once on the move/cruise etc It's not difficult - just take your time. If you need to start custom profiling your own needles then I agree to a point with DB - twins become more tricky as getting two very close needles takes time. Been there and done that more times than I care to recall Do you have a wideband in any of the manifold branches?

Any updates Simon?