speeder

My Turbo 6-speed Lexus IS300. Last dyno session was 641 whp. Makes the drive to work fun.

I'd have to go back and check dates - more than 6 months ago, and the PMs may be deleted by now. The amount, $75.00, was not that much, and communication with this guy is so hit-or-miss I just wrote it off. As I remember, I was trying to get that money instead applied to making my second spoiler carbon after a long wait for the buckets which never got built.

Not to "bash", but... I wonder how many others have had less than satisfactory experience with Fazzt73. I got one of his first rear wings and it was received in a very poor state of quality - wavy, crooked and so thin it almost cracked of its own weight. After a pretty long interval and several PMs he sent another one that was better, but still requiring many hours of my glass work to make usable. I had to fill the original with foam, then reshape and lay glass on the outside. I also sent him some money for glass headlight buckets that I never received. My last communication from Paulo was to ask if I had some pictures of my spoiler he could use and I forbade him to use any picture of mine as my spoiler, while not perfect, looks 10 times better than what I received.

I have used a surge tank from these guys and liked it. Surpisingly reasonable shipping, also.

The head gasket in question was on an engine that had a warped head on it - and looks as if there is carbon-y black stuff in between the layers. That stuff is not just dust. It could just be the remains of the rubbery coating that HKS gaskets come with. It really does look like it needs cleaning.

Using the Staged Injector function of Megasquirt works really well for situations where you need big injector flow at the high end of your load profile, but want good idle/low speed running characteristics. As a side note, It is possible to get good low speed running with the Megasquirt running pretty large injectors unstaged - I've gotten good results using a single set of 75 pounders on an L6. How big do you need to go?

You Go, Gabe! Looks good.

You have the makings of a capable tuner! And thank you for helping with my greasy work...

My local Hydraulics Supply place has them for ~ $4.00.

The V161 is the Japanese version of the the V160. They are essentially the same except for gear ratios - the V161 has shorter gears and if you used this one you would probably need a very long rear gear to be happy with it. My Turbo IS300 has the V160 and a 3.13:1 rear, and I would not want any shorter gearing in my transmission.

One more thing that I neglected to mention - There are enrichments that directly apply to starting only - "SE0" and "ASE0" that may be altered to decrease crank - to - start time and running quality after start.

Does not - the pinion won't fit. The front bearing is in a different position.

Hey Jeff-

Dan, I need to come see you - I'm doing a set of struts shortened with the same Johnc's stuff on a 240Z.

I did this so that existing input/ output flanges would match available driveshaft/CV bolt patterns. The Armada uses a different (from the Z32) inner CV flange, and I wanted to use the Z32 CVs. Not sure about the input flange...but I think the Armada's is different also. I talked to Rick, Technotoy's machinist today, and the estimate for my stuff is 2-3 weeks. I'm really in no big hurry as the Buick motor is still in machine shop stasis, and meanwhile I've got lots to do in my spare time.

I've done quite well making my cars (L28 w/TEC2 and 2JZw/TEC3-NOT -R) start quickly when cold. I find out what AFR the motor likes to start/idle at the various warmup temps (this is the time consuming part - lots of experimentation) and play with the warmup enrichments/timing (coolant-based timung can help here) to make it start without throttle and idle/run smoothly until warm. I really don't have a procedure to impart - I just keep tweeking until it's good. Kind of sucks that your tweeking sessions are shortened by the engine warming up - If you don't get good results quickly you have to wait until it cools down again. John, If you still have the air regulator I would think that that would help in optimising the start fuel for a quick engine start. But then an IAC would help here considerably - I don't have them on either car but they are in the plans for the future. The Buick motor will have one from the start.

Nope- Anxiously awaiting. Gabriel says that it is waiting for my moustache bar to be machined - My diff mounting holes are non-standard. I'll post when it gets here.

Wayne, that is so sweet! I would be VERY happy to be at the point where you are now with my twin turbo project...I'm envious.

Gabe, I'm looking forward to hearing how that monster runs. Sure looks sweet....

I haven't received anything yet... but will definitely post pics of the completed setup.

I found out more about my IS300's setup today - It's the stock -GE motor with the VVTI disabled (this merely involves replacing the VVTI intake cam sprocket with a plain one and blocking an oil hole) with HKS 264 cams installed. It has the -GTE rods and pistons swapped in, lowering the CR to ~8.5. According to my source, the -GE block and crank are identical to the -GTE (with the exception of NO oil piston squirters and no drilled holes for oiling turbos), and he also confirms that the stock -GE heads are reputed to have a little better flow than the -GTEs, and the -GTE rods are an upgrade. -GTE pistons are Hyperutectic and obviously have proven to be very durable. There are nice stainless turbo headers readily available...Aftermarket intakes are rare. My intake was fabricated from the stocker cut off and an aftermarket -GTE plenum welded on. The drive-by wire throttle body was replaced with a Q45 unit. Obviously if the Lexus -GE motor is turbo'ed, some sort of programmable EFI is required. My car has an E-Motive TEC3. It must be noted that I'm talking about the 2001+ Lexus version of the 2JZ-GE. This motor does not have a distributor, rather 3 coils located between the cam covers. Most people who use aftermarket ECUs use the stock igniter and coils that evidently are well sufficient for big HP. I have heard that the 2001-5 Lexus motors can be had pretty cheap. The differences between the 2JZs and L motors are pretty vast - I'm already a convert! I'm looking to be back on the road with the IS this week if the driveline shop's time estimate for my on-piece, 1350 u-jointed custom driveshaft is true - can't wait.