Lee P

The stock shroud is no where near as close to the rad though. It allows the air to flow through the rad at high speed This is the reason our fan kit doesn't have a shroud. It uses 2 14" fans that have the power to pull the air through the rad, without relying on a shroud.

The aux fan comes on with the ac if needed but also if the water temp goes above 97 degrees so yes you can use it to active the fans

SRD billet timing belt tensioner bracket New timing belt, new timing pulley and water pump installed Water pump modded for turbo water feed Cam covers have been modified for -12 breather system and polished so all taken apart, cleaned out and reassembled

New turbo has arrived! The newly released Precision CEA 6870 Gen 2

Electric fans need to be reliably and move enough air otherwise it is a bad move. Make sure the fans are wired and fused independently, so if one fails you still have the other working

Manifold and turbo fitted with new manifold nuts and studs TRD engine mounts and Titan cam pulleys fitted

Will send it over in a bit

Head and block going together. New set of ARP head studs and Stainless steel bolts now fitted to sump

The turbo and manifold setup is good and not done many miles so this was kept but given a refurb. HKS Manifold T4 HKS 60mm wastgate PHR 61 DBB turbo

Thanks for the nice comments guys, really appreciated Pics of the head work, spec is: SRD Port and blending BC Bronze valve guides Full set of Manley valves Crower springs and retainers HKS 264 Cams New set of shims Skim

Wont fall apart like the stock one although a new stock one will last along time. We stock and use the fluidampr now as found it was the best fitment and uses the stock size belt We use this instead of the Toyota unit as it will never fail and isn't much more money for the piece of mind

Engine block going together, new spec is Mahle 87mm pistons BC Pro Series Rods Clevite Bearings Fully balanced New Oil Pump I ran out of stainless bolts for the upper sump at the time but these have now been swapped

No way to know really as never tried it but it's possible it might.

Yeah I am a bit of a tease lol....

Well as already said the car is back from Simon's and he has done an amazing job as always. The reason for taking the dash out was so that the pate work could be done. Air con and ABS have been removed to tidy things up as well. Also while the dash was out a new heater matrix was fitted.

Well after taking the engine out and stripping it down we found a few issues that raised concern The pistons had seen some det and there was quite a lot of pitting around the tops and edges of some. The bores were also not good as there had been some debri gone through the engine and it had been honed a few times already after boreing The debri had caused some scoring to the bores, crank and bearings. The decision was made to start from scratch with a different block and crank, we would then use what we could from the old engine. After talking with John we also decided that while the engine was out it was a good opportunity to paint the engine bay. This decision was made quite late on so slowed the build down a bit but was a good opportunity to get everything else sorted and ready to go. The engine bay was fully stripped down ready to go to Simon at Auto body Solutions. John wanted the car to look as good as possible and uncluttered so we spoke about fully smoothing the bay while at Simon's. With this is mind the dash and heater box were also removed so all the smoothing work could be done.

Replied - - - Updated - - - Can try but audio is quite discounted on the Internet anyway so may not be able to better it.

I'm sure Santa could help out a bit :d If you can PM me with your lists and I will see what we can come up with

Creamy oil cap is normal I would worry more if its on the dipstick as well

90105-06166

Yes they are gold as well

Yeah but your special Could try Sky insurance

Right we can get the rings as they are the same as the new Hypermax 4, only snag is they are gold. The locking rings can be bought individually and they are £4.80 each The larger platform rings come as a pack of 4 are they are £47.40 Let me know if you need any of them

John came to us earlier in the year with the hope to make his car more drivable and bring it up to date a bit with technology. John has been around supra for many years and was one of the first to have the AEM ecu. A bit of history of John and his car. My History I sailed with a Chief Engineer from Norwich way back in 1991 who had just treated himself to a Mark 3 Turbo Manual Supra and said it was a fantastic car, then I saw a new one in a showroom in Ipswich when I went home and knew I had to have one. My Supras Obviously from the last comment above I bought a Mk 3 Manual Turbo Supra in 1992 which was 20 months old on an H plate if I remember from Guildford in Surrey, I remember getting into it and thinking how long it was as I could not see approximately the front 3 feet of the car, however with the pop up head lights at least it gave you an indication when parking. After enjoying the Mk 3 for a while I heard that the new Mk 4 was being launched and when I first saw it I preferred the Mk 3, but after a while the Mk 3 seemed dated and the Mk 4 shape grows on you. The only thing that ever went wrong with my Mk 3 was a new turbo at 75,000 miles, I kept this car until 2002. In 2000 I decided to invest in a Mk 4 at the time there was quite a lot of choice and I ended up with a Red Mk 4 N/A Aerotop Automatic import which I decided on as I already had a Turbo Supra. This car was a 1993 import. However it was not long before I got the itch to buy a MK 4 Turbo car - a few people at the time were starting to modify Supras as well. In 2002 I bought an imported Automatic RZ Turbo which became L4 SUP. This was a 1994 model At the time I had 3 Supras but alas the old Mk 3 was getting to the stage where she needed a lot of work doing so I decided to sell her on. Like a lot of people I was buying Japanese performance and Banzai and decided to start modifying the Turbo car a little but this was in the early years and parts and knowledge have improved greatly since then ( 2003 ) I first of all had HKS Super Drager exhaust fitted with and full decat, along with HKS intercooler and pipe work, also fitted at this time was HKS EVC 5 series boost controller, turbo timer and various gauges, the result being a more powerful car with small mods. The car at this stage was quite fun and drove still much the same as stock. However on a track day in 2004 the engine blew, number 2 turbo had disintegrated spark plug electrodes blown away and obvious bottom end damage. At this point the engine had to be rebuilt and I decided to go single turbo with an aem ecu. The engine was removed and block decked at machine shop, head was also skimmed at this time. Cylinders were rebored to take 86.5mm HKS pistons and rings, new bearings were fitted and 2mm HKS head gasket, original conrods and all bolts reused. A Powerhouse racing 61mm dbb turbo kit was purchased and fitted, along with 264 HKS cams. Top Feed Fuel rail with 720cc injectors fitted along with new ecu. A high stall torque convertor was also fitted at the same time. The car was initially mapped by a tuner from near London and after 3 unsuccessful attempts due to not being able to get the fuelling right some investigation was done and it was found that the injectors were of the wrong impedance - this was after asking for the correct ones for the jdm import and were naturally not checked when fitted - it was assumed they were the right ones. At this stage the engine was checked for compression and low readings were found on most cylinders, result was engine apart again and cylinders honed and new rings fitted and compression was found acceptable. The car was transported to Thor for mapping. The mapping was virtually complete with boost pressure set to 1.25 bar when the engine just stopped on 23rd Dec 2004, a call from Pete Betts and the car was brought back on a trailer to Suffolk where investigation was started at a local workshop where by it was found that the inlet HKS camshaft had snapped in 2 pieces between 5/6 cylinder, a replacement was sourced and fitted then car transported back to Thor for completion. Since that time the car was never much pleasure to drive, it would stall a lot and in an auto this isn’t a nice thing. This has meant the car has not been used a lot at all. However with the advent of much more experience more advanced technology and the fact that I can now afford to persevere and have it done correctly, I have never felt like just selling the car on and after 22 years of supra ownership am sure this will turn out to be a pleasure once again. I can remember how it was when I first had it as a stock car - I also remember what a pleasure it was to drive the naturally aspirated aero top - ( smooth reliability ) With this in mind I took the car to Lee at SRD to discuss what could be done to improve the car so here I will hand over. Project Vantage When John brought the car to us it had just had a full repaint by Auto Doc in Aston Martin Lightning Silver, thread can be found here http://www.mkivsupra.net/vbb/showthread.php?308469-Fisherjohn-paint-work-by-Autodoc He told us his concerns of driveability so I road tested the car. I have to say I have no idea how John could drive the car, it stalled on me about 4 times just trying to get it out the driveway lol… The decision was made to go for a Syvecs Ecu with full auto control, John also had some uprated valves and springs he wanted installed into the head. With this in mind we knew we would be pulling the engine out and at the same time we could check everything and have a tidy up as well Unfortunately what we found when we pulled the engine out was not good and has resulted in a much larger project than first thought Original spec HKS 86.5 Pistons Stock Rods HKS 264 Cams 2mm Head Gasket ARP Head bolts Titan Cam Pulleys Unorthodox solid crank pulley PHR Turbo kit with 61mm DBB turbo HKS Manifold and 60mm wastgate Titan Intake manifiold Top Feed fuel rail kit 720cc injectors Walbro 255 fuel pump HKS SSQV HKS 2 Row intercooler kit AEM ECU AEM Ignition Driver Stock auto box High stall TC Gearbox cooler Here are pics of when the car arrived to us. http://i221.photobucket.com/albums/dd152/supralee/John_zps191d6b85.jpg http://i221.photobucket.com/albums/dd152/supralee/John1_zpsead6fe32.jpg http://i221.photobucket.com/albums/dd152/supralee/john3_zpsc35b509b.jpg http://i221.photobucket.com/albums/dd152/supralee/john4_zps5fcabd20.jpg http://i221.photobucket.com/albums/dd152/supralee/John2_zps60e72463.jpg http://i221.photobucket.com/albums/dd152/supralee/F030AB16-7851-4224-9A53-62E37850621B_zps0s9yiegn.jpg http://i221.photobucket.com/albums/dd152/supralee/290AE1EA-6F8D-40DC-9C4B-9398E758541D_zpsaam5avoh.jpg http://i221.photobucket.com/albums/dd152/supralee/935AADB7-7CDF-41E0-BA7F-3A93A91E65E8_zps0wwvnbv8.jpg

The GE pump doesn't have the mount for the crank position sensor