dandan
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Everything posted by dandan
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Will you be getting back to us regarding a hard pipe kit of any sort CJ (with silicon couplers, clips, replacement header tank even?) I'm sure the numbers would rocket up if it was some sort of complete kit...
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Jurgen there are a few parts I am genuinely interested in. If I pm you the links could you tell me if the parts are new and whether the price is the final price and not part way through a bid war?
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Same as a non vvti. Boils down to performance vs reliability. 1000bhp for dyno queens and one drag pass? 380bhp for near stock longevity? A sensible figure for an average enthusiast looking for semi long term reliability (with deep enough pockets to fund necessary servicing, maintenance and upkeep and potential to cope with a catastrophe) would probaly be 470-500 genuine bhp.
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Two manual vvti's here and both have restrictor rings - and they need them just as much as my non vvti does.
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I think it's a fair price. I'd pay more if it didn't have the veilside kit. Jurgen: Did you get my pm and email?
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Anyone got any? Rear most important but all four would be ok. Dan
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As above. One injector needed. Anyone got one? Dan
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Did this sell Jurgen and also did you get my email ref. US cars?
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If they fit a PHR rail they won't fit the stock rail. PHR rail is top feed.
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That's alot of miles - 8,000,000!!!
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What ever the engine is happiest at. I've been through an iterative loop before, richening AFR's, closing throttle more to drop idle speed back down, tweaking ign timing, again closing throttle more. All edging towards getting maximum vacuum at idle - then settle somewhere around that particular AFR. I have one car that idles perfectly at 12.5:1. Off idle or part throttle things are way leaner but that 12.5 gives me max vacuum and smoothest idle. There is nothing to say it has to be anything like 14.7 Also what your trying to do in terms of emissions makes a difference as well.
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I would have liked to have seen some pics as well to see general condition.
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OK cool. Keep us posted.
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Rob, Doesn't the downpipe have a circular M18 x1.5 boss welded on already?
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From my experience in 2 different Supras, on several occasions against a stock 2006 M3..... BPU running 1.1 - 1.2bar should see you passing him or pulling away convincingly at anything over about 80-90mph. Below that there's not a lot between them although the M3 has always seemed a little slower.
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Are they real carbon fibre - solid? And are they identical in size and shape to the stock plastic ones? If so I might take them off you.
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The "UK Spec" brakes were a factory option on a J Spec car anyway so I wouldn't concern myself too much if I was doing the swap. I've not seen any master cylinder differences between mine and my brother's car using the EPC. I have factory fitted UK specs and he has J specs.
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And the "crispier" throttle....
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John, I am curious.. why would you say specifically that throttle response will be crispier?
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Nice, cheers Ian. (Would be a bit of a suprise if it couldn't).
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Cheers fellas, thanks for the replies. I managed to get a pretty good quote off Sky in the end.
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550's and resistor pack for sale here... Boxed and ready to go. http://www.mkivsupra.net/vbb/showthread.php?t=77365 http://www.mkivsupra.net/vbb/showthread.php?t=77238
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I know you can get the W58 as a conversion for E Types pushing 350bhp+ looking for a 5th gear. I have no real figures or first hand data but I've seen them in cars pushing out a genuine 400lbft torque.
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That's a good point - forgot they ran dizzy. The advance curve will still be kicked out by a map in the ecu though, there's no way that distributor will have bob weights and springs - it'll purely be there to act as the pick up for timing and then to distribute the correctly timed spark. It'd be nice to think the EManage could intercept the signal out of the ecu to the ignition module and alter it. (I know full well that a Megasquirt of Megasquirt II ecu can do this just as an aside, and that costs peanuts). I'd be a little disappointed if the EMU can't control ign timing on an NA.
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Yes but much better. More resolution on the fuelling adjustment plus ignition timing control.
