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He was QA/QC on the LFA. He had to correct them all the time. That is what took those morons so long to produce it. They couldn't get it right, and he had to keep coming to the lab.

They work much better. Because the current is higher, the injector can mechanically open as fast as the electronic signal controlling it. These injectors are sometimes called peak and hold. Yeah, google it and find out why they not "minimal at best".

In plain terms... www.autoshop101.com/forms/h25.pdf It gets to your point around 11-13.

Reimer's webpage states 365 RWHP for the HKS intercooler and sport turbo upgrade with the Lex meter. Not 475.

The ECU would also be trying to control the two way turbocharger system. Here are some differences in a general outline sort of way. http://mkiv.com/specifications/ncf/ncf93/ncf102.jpg http://mkiv.com/specifications/ncf/ncf93/ncf101.jpg http://mkiv.com/specifications/ncf/ncf93/ncf102.jpg...

Because it came with a real mass airflow sensor. That is reason enough for me.

The block and head need to be flat whether you are installing a metal head gasket, or composite.

I was refering to how it works and why, not so much cause and effect.

The PWR button only changes the shift timing. It does nothing else. And the button is only a signal to the controle module (computer). I can't say I have heard of it failing in that way. The throttle cable doesn't effect shift timing in anyway, only quality of the shift. According to Toyota...

If you don't find a bent shift fork, you will likely see the clutching teeth rounded instsead of sharp. Those teeth on the outside of the ring are to hold the gear. When a trans "grinds" from shifting, it is those teeth, not the gears themselves. The actual gears can not grind.

Yes. Positive pressure is not vacuum. Even vacuum isn't really vacuum. It is just a common term for pressure under 1 bar. Calling what you have an intake leak would have cut down the confusion. Maybe.

If you turn your dresser upside down, is your room cleaner? The things you people think up are really funny sometimes.

I thought you wanted the manual. I was just giving you info about MPG since you also commented on it. When the torque converter locks, the load will be the same as the manual trans. When unlocked, the load is lower from slippage (normal driving) and as such less fuel is commanded.

3.73 found in the 89-92 turbo model, and the A340E will give you the best mpg. The R154 is shorter in OD, and the W58 even shorter yet.

There are too many carbines of acceptable caliber that deliver incapacitation with one shot that are now better. More money, but better.

Actually, it is a closed loop operation. Wait, what?

Not to slight your post, but that doesn't really mean anything. Toyota did it when it was new. You should do the same. And all cars you have to match the bearing to the engine, or the engine to the bearing. The exception to that is something like a Crown Victoria and a 4.6 Romeo block where...

I would get a bearing that fits.

I know it is from 2008, but it was brought back to life.....There isn't a common problem to a Supra that is different on other cars. There are several reasons why a car doens't crank over when the key is in the crank position. You have to diagnose to find out why. Or pay somebody competent.

Just think about what a baller you would have been if you did bowl work.