carl0s

Where did you get that from? I think that's a rough estimate of the aerial price, not the bracket. Price for the bracket hasn't been confirmed yet, but I doubt it's going to be that much!

Bracket only. Grommet comes with the aerial.

Decat thing sounds weird. I've got a grey carpet you could have but you'd have to collect it from Manchester.

Windows (or is it the hardware?) seems on occasion to get confused as to the shift-keys (any of them - alt, ctrl, or shift) state. Tapping each of them once or twice always sorts it. Weird. It seems to be a long-standing but infrequent problem.

This is just the brackets so far.. the rest of the deal, or how it's being sorted hasn't quite been tackled yet I don't think, but I suspect you'd all just be getting straight onto Mike @ Lo-Custom directly for your aerials.

top man

IMO 3,000cc isn't particularly large for a car. Many 'average' cars come with 3ltr engines - Pug 406/407, Vauxhall Omega, Alfa GTV, other Alfas etc. They're hardly hollywood cars are they. I think if by 'large engined' they mean above 3.5 or 4ltr then fair enough. Whether it's fair to double the tax on them though is another thing.

Doesn't sound weird. Sounds like a standard facelift turbo car, with leather.

I didn't know that, thanks. I bought my last set of BKR7EVXs about four weeks ago, so I take it the discontinuation is a fairly recent thing? They were £4.54 + vat each from my local Partco.

How about BKR7E-VX? I've always just fitted them - it says not to regap them on the box, and I haven't actually checked them with a feeler gauge. All OK? (car not gone bang yet anyway.. )

Last bit for tonight on this.. It is said doing the TTC mod gives additional power in the 3,000 - 4,000 rpm range. Doesn't that fit in with what I'm suggesting?

Ah, I missed this bit. Does it? Hrmph

I haven't intentionally gone out of my way to increase boost on the first turbo. It's just what happens when you 'go BPU' (decat, exhaust, etc). It happened on my UK spec car (see here) and my Jap car does it without any bleeder valves etc, just does it all by its self. I know it's out of the first turbo's efficiency to do this, which is why I'm saying open up the other turbo, then we're coming back into efficient use of that same exhaust energy that's 'too much' for the first turbo alone, hence me starting this thread. Maybe there's another reason for it, and I'm imagining what I've been seeing, or maybe my boost gauge is dodgy, but I basically see 11psi from no1, and it feels like the car is strangled, waiting for those revs to hit the magic point when all of a sudden the extra power will come from the second turbo. I imagine if the second turbo was set to come on earlier, then you wouldn't get the 'bpu kick' of no2 coming online, and it'd be more progessive like stock changover.

The main difference is that they tend to be two separate pipes, so that you can pop the second CAT back in place for the MOT. That increases cost, obviously, and yes, they are just expensive anyway like everything else in the Supra world. £100 isn't anything to be dubious about. I bought a 'Megan Racing' single piece 3" full decat pipe for my UK car, and it was £100 including delivery from an eBay seller. Quality was fabulous.

But a BPU car pushes just the first turbo to 11psi (0.8bar). Surely by this point (3,200-ish rpm), it's fair to say there's enough going on there for both turbos to be running? I know we're not increasing exhaust gas volume by going BPU, but we're increasing the pressure differential quite significantly aren't we? Still don't quite get what you're saying. You seem (to me) to be saying that all BPU means, is that the car can go above 0.8bar, and that it doesn't affect the boost curve anywhere below where the 0.8 bar would have come in in the first place. That can't be right can it? As I just said, BPU sees the first turbo getting quite carried away with itself fairly early on.

Then you'd lose the low end response. Best would be if you retained the stock seq. system but had it switch over ~1,000rpm lower than normal.

yeah it's back on again now!

Well if it was doable then it'd be well worth doing - as you say, both turbos could be online at 3,000rpm instead of the usual 4,000rpm as the gasflow is there to run them.

Yup!

I was hoping of just telling the ECU to do it at a lower point, so you still have all the pre-spool stuff going on etc. There's talk on Supraforums of doing it with an AEM by changing L4 and L5 or something.. Is the switchover point definately fixed at a particular RPM on the stock ECU? It seems to be, but I've read talk about it being based on load as well

I posted pics of that red one a year or so ago. It was on the banner of some Jap website. It looks great on that red car, and I'm sure something could be designed which was similar to that one, but not quite so "I'm copying a Ferrari", and also I suspect you could get good radiator airflow up through the gap below the number plate. It'd be a nice change to the usual gaping hole jobbies.

Is it possible to lower the RPM at which the ECU decides to fire up the second turbo? It seems that a BPU Supra should be able to provide enough exhaust energy at a lower RPM. Can it be done?

Supraforums seems to be back online now guys.

We were pretty chuffed at the 1994 318i we bought for £750, but a six cyl 325i would've been so much nicer. Is 1992 an E36 shape?

Also does something to the automatic 'box gearchanges which could be detrimental to its lifespan.