Wez

They are if you run an AEM which converts the ignition to wasted spark You cant run the stock tubbies past .8bar without a DLI on an AEM let alone a single.

Wont it then surge? The anti surge is the ports around the inside of the intake isnt it?

Most mappers will travel matey

Blimey.

Since your are 6 speed you have some great options for ECU, I would go full standalone. If you choose AEM you will also need a map sensor and DLI, the link doesnt require a DLI and I think it might have a MAP built in. Ask your mapper what he would recommend As for boost control you could use the ECU to control it using a MAC valve, depending on your ECU choice. You will also need an uprated clutch, the street kits can generate 500ft/lbs when setup properly and the stock unit wont like that. The stock fan flows far more air than any of the electrics, why change it? Are the SARD injectors direct drop ins, if I was building mine again I would change my injectors from 650cc to 800cc just to give a little more head room, the PE injectors work well in the stock rail.

Running out of fuel on a single Walbro, you must be pushing over 600hp Bin the dual pump idea and go for a single 044 or as Jamie said run less boost

Thats the mappable setup

Might be an idea to look into a mobile tyre fitter so people who want to bring spares can get them swapped over on the day PH vmax is measured over 1.6m.

Neither do I, when I eventually get round to sorting out my bodywork I will mod it in the same way

Thats the same front lip as mine but its been modded, looks so much better that way.

Antilag anyone

I didnt realise your pads were performance friction, looking forward to trying them out

I have seen some of those pics before, the cage looks insane.

Ahh yeah, he had angel eyes or something fitted in the bomex front.

I still dont get how the bottom of the dump valve is connected, how did you attach the hose?

Well done matey

I would say better than some cheapo ebay item

An FPR doesnt give you any power increase, leave the stock unit in

Here is a link to the instructions that came with my IM kit. Right-Click-Save-As

Did John have a HID kit fitted?

Nope, I only found out about them recently and the price seems good with the current exchange rate. The US road course guys like them and I think TerryS has used them. I have just had a set of CW race pads put on but not tried them yet.

I would be tempted to try the Carbotech pads http://www.ctbrakes.com/pads/toyota.html Carbotech XP8™ (1108™): A high torque brake compound with a wide operating temperature range (200°F-1350°F+). Carbotech XP8™ is the first of our racing compounds. Outstanding initial bite at race temperatures, high coefficient of friction, excellent modulation and release characteristics. Extremely high fade resistance, very rotor friendly with 100% non-corrosive dust. Excellent as a front brake pad for lighter ITA, ITB, ITC, SRF, H4, H5, and other cars that weigh less than 2,400lbs. Perfect for novice, intermediate and advanced track day (HPDE) use with any tire, and can still be driven safely to and from the track. There are several vehicles that use XP8™ on the street, autocross, and at track day (HPDE) events. Carbotech does NOT recommended XP8™ as a daily driven street pad due to elevated levels of dust and noise. XP8™ is also a great rear brake pad for almost any race car (Spec Miata-T1/T2/CMC). XP8™ is a great compound on the front & rear of most open wheel and sports racers. Carbotech™ XP10™ (1110™): When Carbotech unleashed the XP10™ to the general public, and it was an instant success, gathering multiple regional, divisional, and national championships. The XP10™ is a very high initial bite friction material, with a coefficient of friction and rotor friendliness unmatched in the industry. Fade resistance is in excess of 1650°F. Due to the high level of friction and bite, this material is recommended for cars weighing around 2,000lbs or more, not including formula cars and cars with brake bias bars weighing less than 2,000lbs. This is the preferred compound for the front of Spec Miata racers, SSC,SSB, T3, SRF, ITS, ITE, H1,H2, H3, H4, 944 Cup, ST, GS, Factory Five Cobra’s and many more Grand-Am/ALMS/SCCA/NASA classes. XP10™ is also ideal for advanced/instructor level HPDE drivers. XP10™ still maintains the highly praised release and excellent modulation, rotor friendliness, and 100% non-corrosive dust that have made all Carbotech compounds so successful. XP10™ is not recommended as a daily-driven street pad due to possible elevated levels of dust and noise. Carbotech™ XP12™ (1112™): The latest iteration of the highly successful XP™ series of compounds with an extremely high initial bite, torque and fade resistance than compound XP10™. XP12™ is a world leading friction compound that is unmatched as a Ceramic racing compound, with a temperature range of 250°F to 2000°F+. The XP12™ still has that excellent Carbotech release and modulation that has made all other Carbotech compounds so successful. The XP12™ is the most rotor aggressive compound Carbotech offers, but compared to the competition the XP12™ is still very rotor friendly and contains 100% non-corrosive dust. XP12™ is recommended only for expert/very advanced drivers. XP12™ is found to be most affective on race cars weighing 2,400lbs or more using R-Compound tires; or street cars weighing 3,200lbs or more for track use only. Ideal for LMP1, LMP2, DP, T1, T2, T3, H1, H2, GT1, GT2, GT3, TC, GT, ST, GS, MX-5 Cup, etc… XP12™ is NOT recommended for use as a daily driven street pad due to possible elevated levels of dust and noise.