Simo2007

@Chris Wilsonsorry to be a pest but did you manage to get a quote for the OS Giken twin plate and movement reversal?

Car is looking absolutely awesome, what a journey! Absolutely loving the engine bay now too, quite a transformation from your BPU days. Thanks for the clutch recommendations too @Luxluc just out of interest do you think the RPS Max would be ok with my current 460bhp/460ft lbs to the wheels?

Wild stab in the dark here, just seeing if anyone's selling a lightly used OSGiken twin/triple plate clutch with clutch movement reversal kit (and the OSGiken flywheel included also) for the V160? Going to be needing one very soon and might have to resort to US import if Chris Wilson can't get one. Simon

Thanks for the recommendations, guys. I will see if Chris can source the OS Giken twin plate but if not I'll have a look down the RPS twin plate route!

I'd try Paul at TCB Performance Parts if you haven't already. If you want to go direct, Steve Manley at Inchape Toyota Oxford.

Thanks very much Chris, greatly appreciated. I will ping you an email early next week to see how you got on

Hi Chris, Thanks for your reply. I had a feeling your kits wouldn’t be happy with my current or future torque values. Are you able to source the OS Giken twin plate? If not would you be happy to fit if I managed to source it?

I’m after decent clutch recommendations! Spec 2+ currently and new oem flywheel, upgraded to 3/4” land cruiser master clutch cylinder but I’ve still got the slightest clutch drag (shifting into first and reverse after driving for a bit can become quite frustrating) so I’ve had enough and just want to swap out the Spec 2+. Not fussed about cost, I want a quality clutch kit but not overkill (performance figs below). Shifter bushes changed also to rule them out and have bled the stock clutch hydraulics several times along with the new land cruiser master so now I think it’s the clutch geometry that’s the issue. Running a V160, 6266 single turbo and 460bhp/460ft lbs to the wheels. Will be installing 264 cams and a few more mods in the future but won’t be going above 600bhp/600ft lbs to the wheels. I’m based in Herts and usually do my own work but I can’t do the clutch on my own on the garage floor so after recommendations on who would you take it to as well! @Chris Wilson if you end up reading this I know we were in talks a few months back about doing this but wasn’t sure if you could source the clutch kit (OS Giken and movement conversion).

Bump.

Has anyone upgraded their clutch master cylinder to a 3/4" bore using the land cruiser clutch master cylinder? The part number I have noted for the above is 31410-60372 (attached a pic below) I have the slightest clutch drag so I'm not disengaging properly with a Spec 2+ clutch. When warm it gets quite difficult to engage reverse. No crunching at all just difficult to engage. I have replaced both the master and slave with brand new OEM with a braided line and bench bled etc. and I'm still having issues. I have also replaced gear selector bushes with solid bushings and transmission mount with OEM TRD. Want to give this a try before going down the OS Giken twin plate clutch replacement route!

Completely agree regarding the 3.0 diesel V6, plagued with problems, not to mention the crankshaft snapping randomly! Wouldn't touch one with a barge pole... Looking on AT now

I was completely unaware that the 2.2 in these was a ford engine with a cam belt. I think in Sportbrake form this is my next daily driver- nice one!

Looks awesome mate, enjoying the updates, really cleaned up nicely with the paintless dent removal those guys are magicians! May I ask where you got the front splitter from? Been trying to find one like this for ages...

Hey Dude! Another Herts recruit good to see! I’m based in Stevenage. Have you still got the RX7 or you switching? Lots of very knowledgeable and friendly people around here, I’ve recently completed a DIY single turbo conversion too so I know the odd bit and bob!

Just read this entire thread over the past couple days mate, absolutely fantastic. Really enjoyed it. Keep up the excellent work!

I've been considering Lexus' for some time now, the answer here could well be the ISF if you're not too fussed about fuel consumption. Although they are capable of 35mpg on a gentle run. Really fancy something hybrid but I can't help but realise that the cost of a nice IS (Premier spec, fairly modern) is the same cost as a well sorted low mileage ISF. Incredibly detailed reply. I was under the impression the pre-DPF 2.1 diesels (i.e. none blue efficiency if I remember it correctly) were the bombproof ones with chains at the front and were duplex. I guess if anything was wrong with the chain it would be relatively easy access compared to the newer ones being at the back. Seems like you've had a lovely time with your current c class though and I hadn't considered a newer diesel but this settles me a little. I was liking the idea of a C63s estate but I'm hitting GTR price territory there. I feel like I'm going to be pondering until something happens to the 306; which is unlikely as being 20 years old this year and just under 203k now it passed it's MOT the other day without a single advisory... I know they're slightly smaller but have you considered a 5 door M140i? They are deceptively practical (I had the M135i and could throw my mountain bike in the boot with seats down). If you want some more juice a downpipe and a map will see you at 460bhp and possibly beyond. Hybrid turbo and a handful of other supporting mods and you'll be closer to 600bhp. Apparently these will do 45mpg on a run due to the ZF 8 speed (my M135i did an easy 40mpg cruising) and they're only £150 to tax post 2017. As an all rounder these really tick the boxes for around £20k. There's a guy on PistonHeads (D4MJT) who has had one since new and has well over 60k miles on without a single mechanical issue as far as I'm aware. He's just changed tyres, discs and pads. He's also running close to 600bhp now too with a hybrid conversion but unsure at how long that's been on the car. Could also try out the 440i/340i if you wanted the same drivetrain but a bit more space, although I'm not sure the market prices of these. The B58 is probably the only engine I'd consider in the current BMW lineup as there are far too many stories of the N series diesel engines with failing timing chains and now the S55 crank hub issues.

Please listen to this gentleman. At absolute minimum get Simon or James to look at it for you like suggested in bold! Also, I am a Brummie so I resonate with this

Bump.

Following this thread closely as I want a bit more practicality and luxuries from my next daily as my current one is a 202k mile 306HDi. Rider I’m intrigued on the C220 guess it would make it a 2013 model? Even though the chain is now on the back of these engines they seem a hell of a lot more durable than the same design of BMW engines (N47, B47). Was keeping an eye on the W204 pre 2010 ish on the ones without DPF as they seem to go forever but a bit dated (inside at least) now.

Indeed, at least not with the engine still in the car at least! Thanks for your kind words. Thanks for checking my thread out. If you’re tempted I would fully recommend it. I learned a lot! I chose 0.81AR as it was firstly an undivided housing which matched the PHR log manifold, and secondly it is slightly quicker spooling compared to the 1.0AR. In the future I may switch to the 6466 Gen 2 once I’ve got used to the power I have currently, but I suspect just dropping the 264 cams in with my current setup will push me past 500whp easily.

I'm sure I've seen some videos of your old white Supra, looking forward to following this

Thanks for your kind words Pudsey, really was a dream for me to do this work myself, the only thing left on the list is to complete an engine build myself then my bucket list is complete (spanner turning wise). I really don't think it's changed a lot normal drivability wise- it just scares me a lot more on full chatter now! I know when on the original twins I felt the small turbo spooling from 1500rpm onwards or thereabout and obviously you get the thump at 4000rpm from the second turbo, that surge seems to come on from 3000rpm and a hell of a lot stronger with the single. The 6266 is considered a relatively small single, so maybe that helps with the transition. I am really enjoying the simplicity of the engine bay now though, those twins must have taken 6-7 hours for me to get off I really struggled with the one infamous bolt. I genuinely think I could have the single off in 10 mins tops. Thanks for your kind words, Chris. Will be good to catch up with you when at Bluewater, I've really missed going! Hope everything is well with you. I'll try and add some more bits to this thread as I really feel I've rushed through describing things!

Blimey I've really not updated this much have I?! In a nutshell, it is done. Just want to do a few dress up bits in the future and then attack the suspension components for a refresh. Leading on from the last update, Managed to get everything reinstalled, coolant topped up etc and this was how she was looking Here's the S7i going in Couple of minor issues along the way, I snapped the coolant temp sensor at some point, so I replaced both of them in there whilst I could Had some starting issues, engine cranked fine but wouldn't fire. Having worked on fuel injection systems in industry for a couple of years I jumped into the crank sensor signal plots and noticed the thresholds were too high to detect anything (if memory serves 1.5V high trigger default lowered to -> 0.75V). Fired straight away after that parameter change. Sent her down to Paul for clutch, flywheel and engine cal, made 460whp/450ft lbs at 1.5 bar which I was very happy with on some unknown blend of 95/99 and stock cams And a final engine bay shot Did a few bits and bobs after this- replaced the clutch master and slave for new OEM parts, also put solid bushings in the shifter cradle as they were completely shot and finally managed to get a TRD (speedo) cluster in km As I'm a bit of a sadist I've saved the 264 cams to put in at a later date which should help the 6266 breath better and I hope to breach the 500whp mark. Delays to Toyota parts over the (last) lockdown meant I could have been waiting months for new valve bucket shims. I was impatient and kept the stock cams in as the 264's knocked all the valve clearances out and ultimately I wanted the car back on the road ASAP. I missed driving it sorely. It's a hoot now, I absolutely love it. It really has brought out the 2JZ character by doing a single conversion, albeit at the determent of a quicker spool up time. The engine bay is now much more simplified. I need to address some engine bay tidying like sorting out a decent location for the oil catch can (likely over by where the charcoal canister should be), take the cam covers off and paint them, get a splitter as I removed the active spoiler for the intercooler and a handful of other bits and bobs to keep me busy through the winter. Had a serious lack of motivation during this lockdown probably because I worked on it so much over the summer but I'm sure it will come back in a short while. All I want to do is drive it now! Hope everyone is doing well over this second lockdown. Any questions about anything please let me know I have done all this DIY apart from the clutch, flywheel and engine cal so will be happy to answer any more detailed questions

Still looking for one of these if anyone has one

Please pm me with details