dandan

Not on the side of the M5 no. Was there one crashed or broken down then?

I'll be there nice and early, thanks for that Martin. See you there - Grey Supra!

My personal thoughts... Assuming worst case scenarios (ie most possible airflow through engine - highest boost, highest atmo pressure, most heat soak etc etc) I don't think an injector duty cycle of 90-95% is as terminal as people make out. Most injectors are capable of running at close to 100%. Although not ideal, it is not the most disgraceful scenario that people seem to think. I would not choose to map a custom fuel setup with 100%DC however (more like 75%) - It's nice to future proof with a little headroom. However, if 95% is the worst the injectors will EVER see then I would not be overly concerned. I've been in discussion with one particular UK ecu manufacturer regarding a completely new custom ecu (plug n play) for the Supra as well as another car I am working on, and they have some interesting opinions on injector duty cycle and fuel pressures. 100% duty cycle at total worst conditions for det and lean-ness is not considered terminal. As for fuel pressure, I believe that the touring cars (not sure if true for the current season) have to run the stock fuel injectors. The likes of the Nissan team would run a comfortable 100+ psi rail pressure with no ill effects on longevity or spray pattern with the stock injectors. I think the Nissan injectors we're pretty impressive though in this department (reliability); might not hold true with the Vauxhall's for example. Something to consider perhaps with all the talk of "band aid" increased fuel pressure solutions? *I am not a great fan of rising rate fpr's though. (I don't mean boost referenced types!) This in my eyes is a little bit of a bodge and makes mapping quite tricky. However, in some cases it does do the trick and serves a useful purpose. It all depends on your aims, what you are happy with and how much you have to spend.

I wouldn't bother personally. Switch to 12v occurs as soon as positive boost is produced (on a J spec) so no real need. Walbro draws less current so no need to replace factory wiring with dedicated feed for that reason, and it'll help preserve pump life (slightly) and reduce noise at idle too.

Most of the more expensive ones are, rightly or wrongly. When you say "get one" do you mean new or second hand?

Have you got a close up pic of the problem area Ian? A few people I've spoke to seem to think powder coating is "Old Tech" nowadays especially for things like bike frames, car sub frames etc. However, even if I had my alloys etch primed and sprayed I'd want a clear powder coat as the final finish for longevity. I think one possible problem area is the quality of the finish when clear powdercoat is applied over a highly polished outer rim, like mine. I think the surface can dull right down if not totally spot on. I'm considering doing a full split rim refurb over the winter months, but would like to get over any powdercoat/assembly issues and confirm whether the nuts and bolts (well bolts) are fit for reuse. (At the moment I have no idea what the specified torque and the yield strength are for my bolts). I'll probably just try to track down some replacements before I do anything.

Does this place you know of do clearpowder coating Ian?

Thank you Simon, Much appreciated, I'll let you know how I get on. Ran out of time today to sort all these bits out. ANyone got any pointers to a fairly hefty, reliable, accessible 12v ign source??

Thanks Simon, much appreciated. The pulsed signal for rpm is what I am after. However depending on the car that can be 12 or 5v based. As this is a modern car and it's from an ecu I think it's fair to assume it won't be 12v I'll have to have a further hunt for an ign 12v as I haven't found one that's looks heavy enough for what I am after, cigarette lighter may be suitable although that's powering my Origin B2 at the moment. Is the TPS output linear on yours from 0v to 3.72v corresponding to 0 - max throttle position? Anyone know the location of a decent 12v ign feed inside the car or under the bonnet, fairly accessible?? Also does anyone know the voltage vs pressure calibration for the stock map sensor.

Hi Guys, I could do with a quick answer to any of the following if you can help please? I haven't looked over any wiring diagrams or probed around with my multimeter so far so am not sure yet: I need to know where I can tap into the following please (1996 non vvti facelift JDM manual TT)? 1. RPM signal (and what voltage range does it operate over: 5v?) 2. 12v when ignition is on and capable of supplying a current draw of up to 5 Amps 3. MAP sensor signal (assume this is 5v max?) 4. TPS signal (again I assume 5v?) This is for some datalogging I am doing and would like to try to plumb it all in tonight although perhaps I should wait till I get my Fields harness. Anyway if you can help with any of the above, please do?

Are there any more spaces Martin?

Anyone confirm my assumptions regarding the tps and map sensors? TPS only for accel enrichment and starting purposes? No load input to ecu at all?

ANy progress on this at all mate, did you get it sorted?

Thank you Ian, much appreciated.

Sorry Hijack.... Matt did u get my pm, not sure if your inbox was full or not. Cheers Dan

Clear powder coating at Envy???

Just out of interest how much stuff was actually swapped on the car in the period of reliable starting to unreliable starting? 650 injectors Aeromotive Fuel Pump SAFC? No flat battery or jump starting or anything like that? Anything ignition related like plugs or coli packs? Have they been disturbed at all? Disturbed/damaged any wiring at the ecu connector if/when SAFC was installed? Are you getting reliable spark when cranking 100% of the time? SOunds electrical to me, any fault codes from the ecu? Ian - what issues have you had with the Mines ecu? Dudes seems fine with his piggybacks and Matt only seems to have that rich point at seq changeover point with the EManage on board, no start up problems.

A lot of the ones I've spoken to shy away when you mention clear finish, maybe I'm ringing the wrong ones. I know of one company in Germany that can do it though!

Not sure off the top of my head Mig, but I don't think a rocker cover would be too much temperature wise. Whether or not there are different grades I don't know - quite possibly.

I don't think red is much of a problem from what I've found. Almost any colour is possible but apparently clear is a little more specialized. Hopefully someone will have some useful info..............

Anybody know anybody who can do this?

Can anyone confirm whether these are totally interchangeable? I see the uk has an extra vacuum pipe leading into the top of it pre throttle, also has different throttle stop setups. Ignoring the trac system, can anyone comment on difference/swapping ability of the two?

The Origin database has reversible camera locations loaded within it. Mine is set only for cameras on my side of the round but it always alerts me to ANY reversible ones i have passed. Not sure if the Snooper database is the same. Why not try it passing some reversible ones in both directions??

Any chance of a photo of under the coil cover between cam covers?

HT leads with coil on plug setup???