ktm

You can use Camry and Corolla clips, but you have to shave the tabs off the injectors to use them.

violacleff, yep, they are the shop in San Bernardino. James is great to deal with. They are busy so don't expect them to call you when they say they will, but they do get the job done on time and the work is outstanding.

Given that the hydraulic lifter on the P90a is performing the same function as the solid lift in the P90 head, shouldn't the hydraulic lifters all be extended by "about" the same amount? If you take a straight edge across the back of the rocker arms, it should be fairly level across all of them, correct?

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Thanks all for your responses.

I really did not look at any other changes that they may have made. The software comes with V2 and is a different version than that which is on their website. They may have updated the software on their website, but I have not checked recently.

There are other ways of routing the intercooler piping that makes it very easy to route to a FMIC and then the TB:

If you look at the new software that is provided with V2, the wideband sensor configuration simply asks which channel the 0-5 volts is located be it an AUXLS, Inject, Ignit, AUXHL, Lamba1/2. You then set the voltage calibration values and viola, you have wideband readings. Give Wolf a call and see what arrangement they have for your situation. If you bought it a little while ago before they changed their website, you may have a strong case for a free upgrade. If it is the same Techedge unit, you can return yours or sell theirs.

Digger, V2 came out in 2008 so you still have V1 as far as I know. The wideband unit they ship with V2, if you buy it, IS a Techedge unit and the wideband O2 sensor they provide is an LSU4. I am using an Innovate LC-1 with an LSU4. Wolf V500 V2 does not ask for the model of wideband (Techedge, Innovate, AEM, etc.) but simply asks for the input channel for the 0-5v signal. You then set the calibration curve depending on your system. FOr instance, Innovate's LC-1 calibration is 0v = 7.35 AFR and 5v = 22.39 AFR.

Stony, I just went through this myself. Give these guys a call: Performance Technique 909-824-1020 They rebuilt my true Garrett T03/04E that snapped the shaft like a twig. I paid $375 for the complete rebuild (basically an entire new center section) and that included water cooling (which I had). I also have the exhaust housing ceramic coated for an additional $75. I picked up the turbo yesterday after 1 week with them. Very friendly and knowledgeable folks. I was referred to them the round-a-bout way from Turbo City, who referred me to Performance Turbo who deals primarily with OE Garretts and Holsets and diesel trucks, who then clued me in on Performance Technique.

Have you tested the injector clip and connection at #4?

I finished installing the rebuilt turbo last night and buttoned up the exhaust today. After an intense prayer session with the key at ON, I turned her over and she fired right up. No smoke whatsoever. I am not going to do a DAMN thing until MSA is over! Enough already!

"knock", but for some reason it does not reset the timing back to original values. It successfully pulled 7 degrees of timing when my turbo let go last weekl. I have a Special Trim setup to pull increasing amounts of timing based on the magnitude of the input voltage. I need to research the Special Trim feature a bit more and maybe call up Wolf to ask about the trims. It seems that once it engages the trim based on an input, it will not go back to the original MAP even if the special trim value is below the activation value.

Need more information about the engine, modifications, etc. in order to better help you. Please post your VE and AFR tables as well. Also, you say high RPM yet your RPMs only go up to 3640. Finally, I *think* I may see the problem. Your PW goes from a minimum of 2 ms to a maximum of 18 ms, yet your MAP stays fairly constant and only increases slightly. A PW of 18 ms is quite high for only 132 kPa. For example, I have a L28ET with 440 cc/min injectors. At 15 psi (~200 kPa) my PW is around 15 ms. What do you mean fuel pressure holds steady at 42 psi? At idle? If so that is too high as it is vacuum referenced. Again, knowing your engine and modifications helps.

Good to see you up and running Matt. I disagree with everyone here about the RBs on your car. Your car's lines are more modern and as such do not flow well with the old school look at RBs. Some CCWs, Works VS-XX or similar wheels would be better.

I am now getting around 30 mpg and am putting down 320 ft-lbs at 15 psi (more now with meth and 20 psi ). I agree 100% that the key is a good stand-alone system and tuning, tuning, tuning.

So just the flanges are done or are both the flanges and plenum bases completed? Thanks for the update Justin.

#2 is the Baseline Test Mule run and #19 is a bone stock 240z. If you look at the front lift of #2, it was approximately 308 lbs while that for #19 was only approximately 207 lbs. The test mule did not achieve that low of a lift value until the BRE spook spoiler was added. Does anyone have any theories as to why there is such a large difference in lift? Is it because the 280z has a larger front opening compared to the 240z? The question was asked before but never answered.

Any update?

No crunch for money, just tired of spending it.

The values are listed in the LC-1 manual. 0v is 7.35 AFR and 5 volts is 22.39 AFR. The yellow wire's default setting is a narrow band setup and the brown wire is setup by default for wide band.

James and I have been in contact and he is talking to his builder. There was no warning signs at all. I was doing a third gear pull when all of a sudden I heard a muffled poomph! and smelled smoke. I immediately pulled over and noticed that the car was puffing smoke. I revved the engine once and heard the sickly sound of the compressor wheel rubbing on the housing as well as a huge smoke plume bellowing out from the exhaust. Yasin, hope all goes well on your end. Been a rough few months here and so far I've been relatively "lucky" in that nothing has taken out the pistons, bearings or rings.....yet!

Read post #3 from three weeks ago: http://forums.hybridz.org/showthread.php?t=131917

I am not implying that James is selling crap and do not want others to construe that from this post. This is just a vent about my recent string of bad luck, capped off with this right before MSA. I guess the good news is that I am getting the turbine housing ceramic coated as well as the outside of the wastegate, and the downpipe will be ceramic coated as well.

Update, the cartridge is SHOT. The shaft connecting the compressor wheel and exhaust turbine SNAPPED.