Mike B

Some days I actually miss the absolute black of the non metallic supra. I spent a good few sessions pawing through all the swatches, and I could never find a green that was dark or lustrous enough for my liking. If you can find one then all good.. I couldn't :-( it took me months to decide.. ha ha

I was so close to doing this, just could not decide between this and BM carbon Black.. in the end the blue fleck won me over. Go for it! I still wished i had gone dark, dark green

Have a good one Jurgen & family, like the photos :-)

the 4088r ran stupidly hot with whatever ar turbine housing i put on it (I had 3 precision) and as soon as it lunched itself I swapped to a t67 and remarkably the temps came down 150 - 200 degrees.. 4088r is a naughty turbo, with irresponsible parents! jay - getting the manifold off and on... I had to custom weld some 14mm spanners.. if you get stuck let me know and I'll drop them round!! Mike

sincerely hope I get to see this car in the flesh. I absolutely love that bodykit, and the work o the car looks top notch. I am very jealous, and think the widebodies look awesome, just really concerned about the handling (not on the flat but in the rough stuff... does it not play hell with the sus geometry.. I have seen huge loss in this even with non standard offsets... That said it looks incredible! well done fella.

Yeah, the bootlid was reshaped, will have to get some better pics, The spoiler may go, she looks a lot better naked with the re-shaped back end, and I may change the nosecone... I still have a stock one somewhere! I still have a Rod Millen wing, buut was not so keen... Pain quality is stunning though, the bonnet is flawless.. Yes I have been hiding - it's been a rough year!!

spoiler may come off.. we will see just good to be back behind the wheel, so tight and reactive, a real pleasure to drive.

A few pictures.. still needs the mesh in the front, indicators and a few bits of trim, but the quality of the paint is excellent; like looking in a mirror, all windows out, blended, new bootlid. what do you think?

I owed a 540 and the supe makes more power in EVERY sector of the rev range, and with the weight vs hp it's 1/4 the speed. a big sofa.. if your supe feels worse than this i pity you fella.

I had the same problem, eventually sourced an apexi sensor to a japan company that still trade in the apexi stuff under a modified name (believe apexi went bust). They told me exactly which one to go for - it arrived but it did not fit - they would not take it back! I soldered in the connection but it doesn't work properly if you find a source please let me know! Mike

Due to time (or lack thereof) and a current change in life situation I never got round to fitting or using this, and now feel the need to sell it! I have put it up on ebay as auction and by it now.. Looking for £275, they are £320+ in the UK ebay link; http://cgi.ebay.co.uk/ws/eBayISAPI.dll?ViewItem&rd=1&item=160351494306&ssPageName=STRK:MESE:IT Here is the info from LM2; http://www.innovatemotorsports.com/products/lm2.php LM-2: Digital Air/Fuel Ratio Meter The LM-2 combines an air/fuel ratio meter, a full-function 32-channel datalogger, and powerful software to deliver a complete tuning workshop for less than the cost of one dyno day. Whether you have a piggy-back fuel controller, race carb, aftermarket ECU, ODB-II tuning software, or a flash/chip programmer, an LM-2 is the tool you need to dial in maximum HP. The meter’s award-winning digital signal processing technology provides data on exactly how rich or lean an engine is running at any load. The LM-2’s self-calibrating circuitry also compensates for changes in temperature, altitude, and sensor condition. * Patented “Direct Digital” Wideband Technology * Wideband O2 Compatible with ALL fuel types * Single or Dual Channel Version Available * OBD-II Scan tool- read/clear DTCs and log up to 16 channels of CAN OBD-II Data * Log directly to SD card (included) * Playback log data on screen and/or with powerful LogWorks software (included) * Large high-contrast graphics LCD * Built-in RPM converter (direct frequency or with optional inductive clamp) * 4 fully-differential analog inputs * 2 configurable linear analog outputs * Positive lock connectors for all connections * Innovate MTS serial IN and OUT * USB connection to your PC The LM-2 also features two fully programmable linear analog outputs to connect to analog gauges, dyno computers, ECUs, piggyback controllers, and other devices with analog inputs. Analog output 1 comes setup from the factory ready for narrowband simulation; analog output 2 is configured as 0 volt = 7.35 AFR and 5 volts = 22.39 AFR. With the provided LM Programmer software these analog outputs may also be configured by the user.

I went from 19's with a medium poor offset to 18's with almost stock offset (clearance required some caliper moving) but the difference was very impressive. Miles more turn in, stability, and straight line grip with a smoother ride Never tried 17's...

I hate to say it but I saw really high egt's on my 4088R, sounds similar to you...when I changed to T67 they dropped 150 degrees with the right housing, no other chages were made aside a turbo swap. The 4088R is a different core to the T67.. I think the T67 has less blades to my knowledge. I know you like it, but I swear there is something fishy with that tubby.

That's really high.. I saw this on my 4088, quite alarming, and on the t67 it was significantly less, especially with the bigger housings.

I'm an a plan veteran of 6 years now, all declared £500, down £60 a year. Soon it they will be paying me! lol My second car is insured with them also.

probably.. apparently the housings sound like the culprits, and if you had a failure somewhere it is bound to put the turbine out of balance.

no, I went for '63 housing initially and it was asthmatic + hot, and the larger, divided housing laggy and sluggish, the '86? single was by far the best. I had a divided manifold on the 4088r as well, but the bl manifold runs a single wastegate so the two sides were linked anyway, i think it's a bit of a gimmick tbh. Only ever had negative opionions of the larger divided manifolds. the biggest improvement for me was the installation of a cast manifold, spool and throttle response are much better and flat out I can tell no difference, but if there is a flow difference the early spool and bigger powerband would have made the car long gone anyway!

mine is in now, pm sent...

i went fom 4088r to t67 on the .8? housing and i prefer it tbh.. especially in the fact there are lots of them around that take a lot of abuse and don't die!!! sorry to hear...

It's the latest version of one of these; http://autospeed.com/cms/title_Butterfly-Effect/A_110902/article.html They are £750 from the company that took over the idea in Auz, but a very helpful chap called Kevin pointed me to AET turbos who were the only UK company to have any, and they sold me one for £350. Kevin convinced me that they were very good and fast reacting. The fact that they work on the TPS signal is quite impressive. He said there was no change in flow when dyno'd on and off. I'm getting old and my ears are starting to complain at the 80mph hell drone.

Bah, humbug... you post sounds a lot more technical too! lol My 4088R died on the same housing as Jay's, so maybe there are incompatabilities there too, something about them is just not working. My T67 is immaculate. Have to say though Garrett should at least take notice - it's bad form not to change them or give a warranty.

maybe they got lucky on expansion tolerences - or use different , or maybe this is not true, but it would explain why some are extremely stable (jay's one too) and some fail almost straight away on hard use...?

I just spoke to AET turbos ( I was buying a TPS sensor activated butterfly valve of a 4" exhaust) and asked them about turbos as the guy seemed very knowledgeable. He knew the turbo very well. I was told that the DBB cartridges cannot be repaired, but they can and he can do them. The 4088R failures are (apparently) due to the fact that Garrett use a Diesel grade of steel (cost cutting) on their divided exhaust housings, and when the turbo gets hot the central section (divided part) warps distorting the housing into the blades. They only need to touch for a second to cause meltdown, secondary failure and death! Other cause is using a divided manifold, single haousing and having a divided gasket melt and go through the blades. The blades themselves are apparently perfectly fine! So all you 4088R owners out there, start checking your housings!!! and if it does die you know where to fix them. Result!

double post

I have had 6 different suspsension setups in the life of my supras, all aftermarket bar one. There is only one I recoomend.. the chris wilson bilseins and geometry setup. It was the single best modification I have ever done. I was so impressed I fitted the same technology shocks to my bm and it's also excellent now. The shocks can also be rebuilt in the UK.