dandan

Old paper licences anyone??

I could really do with one piece - enough to go across the top of one skirt, anyone able to help me out? PS Any idea on the thickness of this stuff?

Yep. I can't say I've got any first hand experience of coating damage or anything but thought I'd just pass on what I heard. If I was in your boat I think I'd be doing exactly the same as you Charlie.

Charlie, Looks good and something that I've been looking into lately but be aware the heater matrix can give up if you push the coolant pressure too high. Also Jarrett advised me not to fit a turbo blanket on the PHR turbo in addition to the heat coating that's on there.

Matt - that clutch has been fcuked for over 12months hasn't it!!!

Have any of you guys with a BL manifold seen or had any experience with the heat coating flaking at all?

I have never had a BL kit in front of me so cannot comment - however, I believe the quality is very good. The number of BL kit owners on here must say something. I have worked with a PHR stage 1 kit and to be honest I was blown away with the quality of the kit. I don't think there's ever been any doubts about PHR's quality but if you were having any, then don't. The PHR does have the nice turbo-intercooler pipe included which has shorter routing than passing through the wing. Difficult choice - will probably just boil down to available budget.

I think I might need two - one front, one left if different. Anyone help? Paul - what did you need one for?

Awesome!!!

I'm looking for a front mount for 61/67 size of turbo so gonna be a 3 row or LM V Spec I reckon. Can you source a 3 row without the pipework from turbo to core? I have the PHR turbo kit which includes that pipework. Can you help?

Bugger!

Guys, I just wanted to say thanks to all those of you who got in touch and helped out, much appreciated. Some good physiques flying around on here too! On the way now....

Did you make any progress on this? Also, can anyone dig out the part numbers or the front ABS sensors, are they different left to right?

A wideband will give you no indications of temperature changes (possibly pushing you closer to det) from things like prolonged timing retard from a hard pull for whatever reason, crap fuel, oil contamination in combustion chamber, dying intercooler etc. It's not only having the correct AFR to ward of det that's needed.

No, if the intake and exh manifolds were off and you were changing cams as well then to me it's no biggie to take the head off at that stage! (I see how my wording could have been taken a little differently though!!) What sort of an animal do you think I am!!

Slightly OT so sorry for the hijack. 1. I've seen the two superchargers side by side are they are not identical, this was one of the first JCW conversions - not sure if the SC has changed since perhaps timed with the intro of the airbox/injectors? I'm not sure. 2. We did not have the airbox or injector upgrade. 3. Maintaining the warranty with the extra cost of the Works conversion has been worth every penny. To cut a long story short we had some head/head gasket related problems with the bill coming to just under £3000 - not a penny paid to BMW for the pleasure though That would not be the case with a non JCW conversion. Clutch and several related components have also been replaced under warranty - again would not be the case with a non warranted conversion. 4. I'd love to drive one making a genuine 270bhp - nice! Just my 0.02 worth. By the way, I agree if the 2JZ head is not off then it wouldn't be anywhere near my highest priority mod. If it is off (or if the exh manifold and intake is coming off anyway for whatever reason) then I would definitely pursue it.

Looks like I missed this interesting thread but thought I'd add that the increase in fuel pressure from the fpr (when under boost) has absolutely F.A. to do with the flowrate through the injector. A regular 1:1 rate fpr will give a constant pressure differential across the injector (this will fluctuate slightly due to transient effects but we'll ignore that for simplicity). All these calculations people are looking at online use pressure differential for the rail pressure term (rail pressure+boost pressure will never come into it). The pressure differential is the pressure in the rail with no boost/vacuum source connected to the fpr. Or you could measure your rail pressure when idling normally and then subtract the vacuum you are seeing in the plenum, shown on your boost gauge. I'm sure most people know this but got a little concerned with why people started throwing boost pressure into the equation - boost pressure has no bearing on the fuel flow through the injector with a non rising rate fpr.

Regardless of what's happened to this thread I'd still be very interested in the spec and build progress of your car Bijal.

Excuse my ignorance but is this an 8 or 16 valver?

Did you get this sorted in the end? What did you opt for?

Zed, I tried pm'ing you but no good earlier. Can you let me know the P+P cost and I'll get a cheque (or paypal if you give me an address) sent to you for the lot. Cheers Dan

Our Cooper S made 163bhp dead on in stock trim. It then made 198bhp after the JCWorks conversion albeit the fuel was not just Optimax for the second run, there was a little 95 in there. That was a head and SC swap with the maps optimized once again - nothing too aggressive on the mapping front. I have my own school of thought on head modifications for the Supra which contradicts the common US (and seemingly UK) opinions. If you are planning to go for a decent single conversion then I would say there is definite merit in a good head guy with a flow bench working on the head. There is a definite "rule" of diminishing returns but that really relates to performance gain per £ and what you are willing to spend.

My dad may well have them all off you. Can you give me till this evening to find out?

ANyone else got any in good condition?

What's included in the kit gents?