David P

Stock belt tension gave 6psi and with 20kg tension more gave 8psi. I will see what happens after I have fitted a shaft without a wonk.

It's actually only half way there, there are a few odds and sods to attend to but it's staying on, which is the most important factor. There is a minor air leak to find and fix. I have located the fuel regulator take off before the charger and it should be after. The plug gaps are too wide and the spark is blown out @ 6k, which is before the auto box changes up @ WOT. The little wonk in the supercharger shaft makes the pulley think the 6 rib belt is a 3 rib belt and will only boost to 8 psi before slipping. The crank position sensor is iffy and needs changing. The ignition timing cut relays for gear changes are creating a feed-back which makes manualised gear change inoperable. The spring loaded tensioner may need a stronger spring, but I won't know until I have fitted a straight shaft. The charge cooler pump is not wired into the ECU. The water/meth system has not yet been drawn into the equation. The HHO is not yet online. And maybe a few other minor bits, but I don't really care, it's on to stay and now I can tinker with these bits and chase them out one at a time.

I hope that answers your question.

I use an ABS output for my Suprastick and at first set it at 48, but found it gives 96 pulses per rev.

Double it.

TTE Borbet 18" - front 8.5J ET 40 - rear 10J ET 45mm. On my Supra I am running 245 40's on the front and 285 40's at rear, with those the front is maxed but will go to 295 35's on the back.

Lets hope today that my Awesome Project results with an Awesome Supra.

No still at home, the car is loaded onto the trailer yet the driver is presently in a meeting with his accountant, then we go. Just buzzed round it with the angle grinder, after the tricks I've done with that thing making the conversion I declare myself 'dab-hand' with it. Haircut Sir?

I hope it can be mapped this time, I'm getting tired of negative "haven't you done that job yet" comments from those around me. I'm not bothered if it's not 100%, I just want it to be sufficiently good enough to be able to leave it on, which would make it a lot easier to then dot the I's and cross the T's. Making, developing and building this conversion away from home, outside without shelter and alone without alternative transport is a logistical nightmare.

Strong winds and fine rain with intermittent heavy showers are not friends of extension cables, battery chargers, electric soldering irons or my Workshop Manual. A couple of (if I had any) hair frizzing belts and I am soaked to the skin yet again. It turns out that the brand new AEM MAP sensor is a dud and because of this it cannot be driven. I will organise trailer transport for the morning. What a wind-up of a day.

No that's going, but not yet because there would be almost no bonnet left.

I will write it a simple one to get me there.

I will make a mould to form a bulge and glass it on. Rolling road is on Thursday 13th, tomorrow I will set it up enough to drive it there.

It's all back on again and the electrickery is organised, I hope it stay's on this time because the wiring would be a wind-up to revert. The rear of the installation is now tidier and easier to work with. The Mad Max deed is done. I will tinker with the ECU and fire it up tomorrow.

If I'd known that I could have stolen yours.

Today is just as windy and to get the solder to run I'm having to use 2 electric soldering irons held like chopsticks. My home-made resistor-pack has had to go here, it's the only place there's space for it in the bay.

Here's a pic of the N/A loom opened up to splice in the resistor pack, unlike a T.T. loom, 3 of the the injector earth-wires have to be accessed in the under-manifold casing. I will finish the electrickery tomorrow, the weather today has included strong wind, which is taking heat away from the solder joints. The injector clips didn't engage and needed adjusting with an angle-grinder for a proper fit. Mk 2.2 rocker-cover is fitted, supercharger mounted, top-idler and belt fitted, new 550cc low-impedance injectors and tails fitted, charge-cooler brackets mounted and vacuum pipes in place. Tonight and tomorrow morning is forecast rain.

I have found that the injector clips supplied by Precision don't fit properly in situ, that puts and end to the 2 hour supercharger fit. The spring steel clips need a mm or two grinding off the ends.