Fly

Thanks, ile try stock pump, jets and fpr see what happens and then look to the emanage .

I can never get the circular parts right with skinned carbon stuff. They look cracking.

Thanks again guys. Just a roundup for future use. Get a timing gun, it connects to your battery you have an inductive pickup that clips round your number 1 ht lead , using a four runner dizzy this cones off point five on the cap, bridge ports te1 and e1. Start and warm up, once up to temp pres and hold the timing light button whilst aiming at the timing pulley, it should flash when the timing mark is at ten on the pulley, if not rotate the dizzy. Once done tighten the retaining bolt and unplug the diagnostic port and cheek the timing. Job done

Will do buddy, now where did I put those 330s!? She runs like a treat I'm not saying that I'm saying the input value was a lot higher than was in there in the first place yet the duty cycle was no where near. I'm away for a few weeks but I'm going to put the stock jets, pump etc back in.

No, the 440s were 7m jets that I had resistors on. The 550s are hi imp and therefore I removed the resistors.

Now don't I feel like a fool for not spotting it, just couldn't see it on the forum home page. I have another thread about lean running at idle without a butt load of fuel. Anyone who knows a thing about emanage is kindly invited

Both guys who own the garage have said if I needed to borrow anything I was welcome. But I understand what you mean.

Well managed to do some of my final jobs to get he car going at last, it's the first time she's been off jacks in six months. Anyway most will know my build, na-t t61 standard xspower stuff, water meth, etc I've recently changed the headgasket.....twice due to my own stupidity and go round to firing her up today. Now the old spec was the ge headgasket with 440 injectors and I have just upgraded to 550s so thinking the map would be fine I set about setting up the ignition timing with the aid of forum members. After I had set the ignition.timing I noticed the afrs were super lean 18-19 when warm . This surprised me as I expected them to be richer with the larger jets. Anyway I dug out the laptop and started playing with the injector adjustment map. The only way I could get a good idle was to input a sum of 50 into the active cells at idle which produced a 14.5 afr. Now my worry is that this number was 6.5 before and I changed it to 50, I think emanage can only accept cell values up to 100 so I am assuming I will run out of room higher up the rev range when under load?! However data logging the emanage showed that the injector output duty cycle was only 1.5-2% at idle What the hell is going on? Fuel pump seemed fine with steady base pressure of 4 bar and a running pressure of 3.5 with vacuum. Checked the injectors were all firing correctly and they seem to be. The only thing I did not input was an injector dead time but surely that would not account for such a huge difference?!

Thanks guys, managed to sort out the timing after purchasing a timing gun. Crazy contraptions, I went to my garage to ask to borrow one and the young guy looked at my like I was taking alien. Anyway all sorted and back running again. Although I have a few other questions but ile start a new thread Why is there not a na service manual for efi with a non Vvti!!

Sorry for the bone question guys. There doesn't seem to be a technical manual on the 2jzge non Vvti and using the search simply brings up the numbers. Can someone tell me please how to set the ignition timing on the na I know the base timing should be 10deg btdc but how do I do this using a timing light? I have roughly set the timing marks to 0 and cam timing marks all align and have set the rotar arm to point at the number 1 port. However I would like to get the timing spot on before I move her. At the minute she seems to be running very lean once warmed up and I can only assume this is ignition related as advancing the ignition helps to a point. Afrs showing 18 at warm idle. Thanks

Not AEM but my Innovate states that there is no requirment to prewarm the sensor prior to staring the engine. Sounds like a connection problem

Would anyone happen to know what the intake port spacing is on the 1JZ? I understand its differnet to the 2JZ but if anyone could give me some precise measurements i would be greatful. Thanks

looks ace is everything else thats not bolted down going to be polished?

I'm just going to knock up some fittings myself

This is what mine looked like test fitted, sorry for poor pics, no side fittings or vortex gens though

Why not then just fit the diffuser without the spats. I have seen pics of this diffuser fitted with the cup/side fitting sections behind the spats. No idea what vs spats look like

Ahh get you. Still look cracking though

I have some pretty hefty spats and will be running the same diffuser, the vortex gens at the side and the fitting bits might be a struggle from what I've seen. can you post up a pic of your spats.

They look pretty good, get some shots up with the lights working so we cna see the indicators/ reflectors although with the indicator being within the unit how will it be a side repeator? Would look even better with some abflug inserts

i actually go tmine from demon tweaks as it was a clearance item £280 down form about £600 . I will add my stage 4 is differnet to the W58 stage 4

alot of guys run competition clutches but the sprung ones tend to be very harsh and unable to slip. I would look at what Chris has, failing that go to Whifbitz. I have a comp clutch stage 4 in my six speed but as i havent driven it yet i cant give feedback

I would be really surprised if the ffim would alter the map that much, I wait to be corrected.

Torx bit, slightly too big and turn her out. If not then it's drill the head off.

nice one mate, look s cracking!!

Looks good but that's all I can add to this. Sorry hope you get her sorted