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Have you asked yourself why and how BMW are doing that? 1) They can now spec a 70% efficient alternator not available 10 years ago 2) They can use a low-drop-out hi-output power conditioner also not available 10 years ago 3) They can spec the rest of the cooling system to harmonize with the...

Conservation of energy still applies with electric fans. A standard automotive alternator is about 55% efficient. That means for every hp of energy consumed by your electric fan, almost 2 hp of alternator drag is placed on the engine. Its interesting that Toyota selected the hydrofan...

There is a high-amperage MR2 alternator available for the MR2s with electric power steering. Unfortunately the case is much larger than stock, and interferes with the 7M crankcase vent hose behind it. The terminal positions are also rotated and that requires some rewiring.

If anyone thinks torque = energy then they either flunked their junior physics class, or never took one to begin with.

Some have an external amp under the passenger seat. If yours does, you will find the standard Toyota 6 and 10 pin plugs there. This set up is pretty much used on almost all Toyota cars except for the upper end models. Adapters are everywhere to convert the 6/10 plugs to aftermarket radios...

This post should be moved to Supra Audio, where there is plenty of info on replacing the factory speakers.

That piece of engineering brilliance went away on the 89+ models.

Rich indeed at 8.99:1. It is interesting to note that 440/750 * 14.71 = 8.63 (compare with 8.99) I suggest going back to 440s to pass.

Wow! So you got rid of the ECU and oxygen sensor?

Here's a real simple test. Squeeze the upper rad hose and check if any coolant flows into the reservoir. If it does, you have a bad or incorrect rad cap (there are two caps, and the 90+ cap does not work with the older style 86-89 rads. All aftermarkets I've seen use the old style cap. Hope...

What is the name of this stuff? Is it evapo-rust? http://www.evapo-rust.com/

The SRS system is well designed, and not that hard to troubleshoot. The biggest problem with it is the confusing documentation in the TSRM. Start by reading the codes. http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?S=AB&P=29 If you get a code 41 then the problem, whatever it...

:beer::yelrotflm

or bipolar transistors, where increasing heat causes the current gain to increase with obvious bad consequences.

High resistance at the connector. Remove the connector (its a nut) and clean all the surfaces, then reinstall.

Mouser stocks Kingbright parts. With any small order, S&H is always a major fraction of the cost.

At the cat end, the position is defined by the hanger, so it is basically the stock centerline, except the pipe is bigger so that pushes it a little closer to the body.

Look at this post for a picture http://www.supramania.com/forums/attachment.php?attachmentid=16344&d=1183345744

I bought mine new in NJ, traded in my 82 MK2, which I did not buy new... I'm not that old! And I didn't want a 928, no wait maybe I did! Most recent car I bought was a Sienna, how times have changed :cry:

Since the ECU is open loop and not setting any codes, it must not be trying to run in closed-loop mode. Perhaps it is stuck in warm-up mode. This can happen if the water-temp sensor is bad, or the thermostat is stuck open and the engine never warms up.