Tricky-Ricky

Presuming you have a std ECU? WI would be the best option at a pinch, but a remap as suggested would be the absolute safest option.

I see this question asked all the time on the Skyline forum, they all want to fit a lager TB despite only being tuned to 400bhp, the same goes for front facing plenum's, despite the flow/distribution characteristics vs the std plenum being far better with std

Alpine top range but older HU, has all the bells and whistles, IE time correction etc etc, full details here http://www.alpine-europe.com/fileadmin/user_upload/manuals//history_products/CDA-9853R/OM_CDA-9853R_EN.pdf Has some signs of use but overall good condition, comes with remote, it has no plastic surround but most Japanese car applications don't need them, anyway one of the best sounding HU I have ever heard. Comes with a 300w Pioneer amp, not too pretty but works OK. Would prefer to sell together for £120 +P&P but may split

OK still got these, so re-advertising at a more realistic price.

If the TPS voltage remains std (using std TPS unit), I would expect there to be no problem as the throttle opening angle/voltage will remain the same, MAP can vary quite a lot in relation to throttle position due to air density and boost. But if its the Q45 TPS unit then its a different matter.

I presume you mean by using the std TPS on the Q45 body?

EMU will be fine to run another throttle body.

If that is the case, then why where they killing those off who had just a small bite, surly you would recover.

That's where I fitted mine, just the right size for a camera, and its very discreet.

I was wondering the same, seems that just a small bite will turn you, but cut yourself and get covered in infected blood and you're fine, continuity error I think?

(Steve) probably!

Received this email today, seems they are trying a less complicated approach, was tempted to copy and paste a credit agreement with OTT rates and send it back. Seems they even used a spell checker. "Am sorry to bother you with this mail, Unfortunately I'm out of the country in South Cyprus and found myself in a Tragic situation which i really need to take care of now, I had my bags stolen from me and personal belongings.. I have tried to contact with the necessary authorities but nothing is really working out, the bad news is my flight will be leaving very soon. I really need a quick loan from you Please. Thanks, Steve "

Although I still think you should eliminate the gauge/sender as a matter of course, I still stand by my original comment that I think you should be running an oil cooler, as fitting an oil cooled turbo to an N/A engine is without doubt going to raise oil temperatures above normal, and by normal I mean that most engines are designed to reach an oil temp of at least 100C during normal operation, So both turbocharged, and N/A engines are designed with this temp in mind, which results in the cooling systems designed to attain this temp, so hopefully you can see my point.

I would hang on for the replacement gauge fella, it could quite easily be that previously you gauge was showing an inaccurate temp and now it responding normally, or even vice versa.

I think you getting the wrong end of the stick mate, there is no "dyno bashing" going on, just trying to generate a bit of interesting discussion, but if people are just going to get out of their prams about it i'll not bother.

I am going back quite a few years when quoting not seeing any more than 400BHP form a BPU motor, even with a bigger FMIC, exhaust etc, I think there was once a claim of 420BHP but it was unsubstantiated, in theory the injectors shouldn't even be able to supply that BHP, but the std ECU does run the injectors at 100% DC when a airflow voltage of over 4-4.3V so max fuel is available, but I wouldn't expect max flow rate from a 15 year old fuel system. I do wonder if an aging knock sensor has a part to play, as they do wear, and also pick up more engine noise on a worn or tuned engine, so it makes me wonder if some Supras are able to make more power because the knock sensor is not so sensitive and not pulling ignition timing at the top end, trouble is it also something unsubstantiated as I don't know of anyone who has been able to monitor the std ECU.

I would doubt that Barometric Pressure and Air Temp are going to account for a 53BHP increase over any other dyno print out I have seen for a BPU Supra, and a 73BHP drive train loss is a little excessive to, TTC mode should not account for any increase in max power figure.

In that case I would check the lambda and ECU coolant temp sensors, as they will both cause a default rich mixture.

It wont be a spark issue, at least not of the blow out variety, that would only happen at full boost anyway, I would suspect a idle control issue, but your saying that it does it under load as well? are you sure the coil pack connectors are making proper contact as this can cause these symptoms. I would also presume you have checked the ignition timing as well? and is the fuel pressure correct?

If you look at all the major brands you will find they are all made in China these days, so I cant see a problem, as most things already are.

I used these for my last lens purchase. http://www.digitalrev.com/

Its about 9 weeks to Christmas and my outside temp gauge is showing 18c in the shade here in sunny Norfolk.

LOL! you wouldn't have wanted to be around me in my bike building days, as you could often find me washing parts in petrol complete with a lighted cigarette in my mouth...and surprise surprise I never once set fire to anything, well at least not unintentionally:D Nothing wrong with a bit of healthy discussion:)

If you go by your original post starting this thread, you asked about what to do with the tank vent pipe that goes to the charcoal canister, now if your saying there is a constant vacuum applied to this all the time the engine is running, then how do you explain the lack of any fuelling problems with all the Supra running minus the canister with no engine applied vacuum?

Of course you also have to take into consideration the constant return of fuel to the tank, but even so unless there was a way of negating positive or negative pressure it would impact on fuel flow. You will actually have both positive and negative pressure in the tank, it needs to be vented in a way to reduce both over and under pressure, as when heated and fuel slosh happens it will generate positive pressure, conversely when the fuel is cooled and fuel demand is high it will generate negative pressure. AFAIK its not just down to the charcoal canister, that is simply a way of containing the vapor, and then sucking it into the engine to be burnt, its obviously valved to provide engine vacuum at the appropriate time, modern setups have a ECU controlled valve to purge the charcoal canister by I am sure its done more simply on the Supra.