legendswraith

This sounds very much like my problem i had with the aristo. Does it seem like its stumbling or hesitating hugely on hard accells? When mine was doing that it turned out to be the fuel pump had pushed off the fittings and i wasn't getting full fuel pressure at the rail. Might be worth a check there is a set up procedure for the TPS Chris Wilson set mine up so he may be a mine of information on that front

Did you resolve this i do have a copy of all the emanage ultimate set up stuff on my pc including the usb driver, the emanage update and the .220 software for the pc

Take it easy out in the sand, shame the days are gone when we used to get the hotel and sea to go with it. Take it you are techying there and not doing convoy guard

I may have a copy of the updated ultimate desktop software on my home pc, problem is i am not on t'internet atm so i'll see if i have it and disc it up to bring into work and send

It will be worth it when you crack it. http://www.greddy.com/news/?id=9 thats the official updates but i belive mohd had a page too. and http://www.trust-power.com/03electric/eman_ultimate.html is direct to the download page but its in Japanese you just click the emanage/vmanage/fmanage box when you see it

I might have the wrong bits of the system here but if you put it into true twin instead of sequential doesn't that remove the VSVs from the loop. Ignore me if you have done this already. Also whereabouts in northants are you as i have to go to corby/kettering every weekend and i have a stock bov if it will help

Damn good point that, but you are correct its the ultimate. Thanks very much for the information its cleared up my concerns about it and it certainly helps when you know its worked in practice. Cheers austin

The works computer won't let me go to the site to give a better link as that one didnt work, The link originates from http://clubaristo.net/forums/showthread.php?t=19336&highlight=pin+outs

Not sure if this will help but i know the supra ecu can be used if you go manual so alot of pin outs must be the same JZS147 Australia | Toyota Aristo | Lexus GS300 | 2JZ-GTE | View topic - Aristo pin outs for Engine ECU

Well i jsut found the pin out diagram on the Greddy site so i have located where the signals are but i am still not 100% whether its ok to splice into the harness there to tap a signal for the profec. Also wondering because i bought the greddy harness (T-07?) will i have the points to tee the injector adaptor straight in.

Due to the amount of emanage threads floating around atm i assume the experts are watching so i thought this might be a good time to extract some information. I have a profec e01 as a boost controller with the control box situated next to the emanage unit. ATM i do not have the speed and rpm wires plumbed in so i was wondering if anyone could advise if i would be safe to tap into the emanage harness close to the unit itself and if anyone knew what colours the rpm and speed signal wires are on the harness. Also with my map turning up soon i need to get the injector adaptor wired in. From my understanding i need to put the adaptor between the ECU and the injectors. I have looked at the picture Ian C posted but i can't quite make it out, plus i can't find a wiring diagram on the greddy site. Thanks for any info in advance Austin

As you are increasing the size of the injectors i would assume you will need to fit a FPR to keep the right head of pressure behind them. I am not sure at what point the pressure levels drop off with increase in injector size but i am sure someone will give a clearer answer sooner or later

I have an ultimate installed that i could easily swap over if you need a hand but i'm a bit of a way off to check it out unless you want to post it over. also not to hijack the thread but anyone know what colours the rpm and speed signal wires are on the greddy loom at all, if i can find out i can plumb my profec into it

Well after a bit more looking around it seems unless i can find a pair of blown gt28rs turbos i am going to have to use t03-60 compressors. Also shaft sizing is becoming problematic so this is going to end up less ambitious than i originally intended. Looks like it will be more or less a strip and rebuild but using the steel turbine rather than the ceramic and a t03 compressor.

Lol yep sure Ian in normal circumstances it would have been on the money and i would have said the same things. Have them in bits atm and there is not alot of free room to play with on the turbine side or with the rear journal, might need to rethink a few angles of attack. On the upside i just found out we do ceramic coating too

Thanks for the link can't look at it yet as works computers frown on ebay. When i have turbo in bits and on the cmm i'll be able to get a good idea of the sizes etc for modification and the paperwork exercise can begin

I understand that its a viable business opportunity, my initial thoughts were such. But given the level of machining etc i may possibly have to do i don't think i would have access to do it too often. Using a complete CHRA would make it easier but it defeats the point of the exercise, which is to use as much of the originals as possible and keep it as close to original as possible (minimal machining/modification etc) and still keep it pretty much plug and play. Everything is based around the availability of finding suitable wheels though and if thats going to be a problem then it will fail at the first hurdle. When i can confirm i can acquire the items i need then i'll be upto my eyeballs in calculations In the end up it may be more frustrating, expensive and awkward than its worth but it will be a learning process

Airflow ratios and compressor maps were the first thing i looked at to see if there was anything that would be able to perform within the size limitations, here are some further things to consider based around the housings and the feasibility of machining/wall thicknesses etc. Shaft loading i am not too concerned about as the idea atm will not be using the original carriers etc. As for fatigue do you mean thermal fatigue or fatigue life? Bearing pressure is a good one though that i hadn't considered which is a bit of a lapse considering its importance. Just want to point out this is just a project due to my own interest and something i want to play around with which is another reason i posted to gain the benefit of others experience. At the end of the day it may not be plausible or it may go horribly wrong but it'll kill some time finding out

Yes i am well aware Ian and its a good observation to make. I work at Rolls Royce though and have access to schenk balance machines that will be capable of doing the job though. Also i have quite alot of facilities i can "ahem" borrow so the technical side isn't much of a problem if i manage to do it it will be more on the functional side of things. Its something of a slow burn project i've been revisiting every so often in an attempt to find a cheaper way to hybridise/ refurb stock turbos as i personally think that the usual price is a touch high

Just wondering if anyone has come across a source for turbo wheels/turbines. I'm looking for a set of internals from a GT28RS the idea is the side of the wheels etc isn't too far off stock wheel sizes so with minimal machining and faffing around with bits i may be able to uprate the stock tubbies. Biggest problem i am coming across atm is all the distributors will happily sell me a CHRA but not the bits i actually want. With the wealth of experience around here someones bound to have come across something silmilar or at least be better at searching than me Cheers Austin

Well after 7 weeks of waiting i finally got the car back from the bodyshop, and to say the least i am not best pleased. The reglassed bonnet does not close properly so i am going to have to pin it to make it look ok, the roof they replaced they sprayed but anything other than that around the roof like little nicks and dents they didn't bother with, bolts from the headlights were missing and i had to ask for more to be put in and a rear tint is ruined. Basically they have done the bare minimum possible to do the repair and the guy had the cheek to chuck a strop when i told him the bonnet was gash and tell me to leave it and he'd get a standard one fitted. Well after 7 weeks i just took the car mainly because i am sick of waiting for it but also because i don't want my car in their care. Think i will be complaining to the insurance over the quality of their bodyshops. However so its not all one sided the spraying that was done (what little of it there is) was good and it matched well and the guy who glassed the bonnet wasn't really happy with it but i think he was following the party line. So if you want my advice i would avoid Smith and Hughes in Nuneaton for work on anything thats imported or different, i really would not recommend them for anything. I'll probably take it to Vidak in Nuneaton to sort it out properly i just hope they do a better job.

Is the TPS set up correctly when i was having issues with the Aristo which has the vvti lump in it, ifound that if the TPS was out of position it gave the same symptoms, i.e if it was too far one way it would over rev on start up or jsut start and die if it was too far the other way. If it is this then it needs to be set up on a reader Chris Wilson reset mine post fuel pump fix. I can't say that its going to be this though just going off what i have experienced, and if you do play with the TPS put some witness marks on it to realign it where you found it originally.

are these vvti friendly as theres a slight difference in the hard pipes isn't there

Yes it all got sorted Chris pointed out my buffoonery . What it turned out to be (correct me if i am wrong Chris) the walbro i had put in did not fit properly which pushed the retaining cap off the bottom. Due to this when the pump was working the fuel pressure was pushing it off the connectors, this caused the pump to only produce 14psi at the rail which was a tad under. Basically my problem was because i had fitted the pump i discounted it immediately as functioning correctly never thought to check the pressure. As a wise man said if i had treated it like an a series mini and looked for fuel and a spark at the right time and in the right quantity i wouldnt have faffed about so much. Live and learn though and many thanks to Chris

Are the mounts the same as on the aristo jzs161?