Search results

It sounds to me like the cams (at the very least the intake cam) are WAY out. ForcedTorque is right; unless you left the cams in for the whole job too, you need to reset the distributor to 0º as well... if you sent the head to a shop for milling, they most definitely took the cams out to do...

I'm glad you got it all taken care of! I'm sorry if I contributed to making it all more difficult than it needed to be. EDIT: getting confused here.... Runner, you had any luck with yours? There's always a way around... it just comes at a cost, $$$.

Lol! Yeah... but I was driving the N/A... ;) Re-read and it'll make more sense.

The pug??? Oh, yeah, he's fine.... the whole drug thing was his idea.... I've got two actually (pugs, that is), one's under the bed coming down right now... The little one is flying high... Oh, and about the cat... I was out looking for the little beast this morning (having forgotten...

Super clean? Ummm... yeah... are you prone to delusions, perhaps? If so, it may have been me. :icon_razz Hey, 65 to 70 in a N/A at a high elevation isn't bad.... besides, it was a short on ramp. ;)

Well I hope you're ashamed of yourself! I lost sleep over this thread... I lost my job, took up a nasty meth habit and I ATE MY CAT!!!! I hate you. :: angry ::

The whole N/A cams in a turbo being beneficial isn't entirely accurate... IIRC, they fall on their face after you reach your peak power. I don't expect there is anything to gain from swapping GTE cams into a GE. The GE cams into GTE thing has been discussed a lot, might take a Google site...

Yes, the everything needs to be aligned to TDC, including the CPS. http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?S=IG&P=19 Then you need to adjust the spark advance.

The only difference that I've found in the EGR system is the EGR modulator. The GTE's uses a single port system and the GE's uses a dual port. AFAIK, the GE's modulator *should* work fine if you place a breather/filter on the "R" port and plumb the rest as normal. Someone please correct me if I...

Just too damned hard to spell.... get me every time.

I couldn't find a better animation... As the cam turns the valve remains separated byt a thin film of oil. The motion is fluid and there is no harsh interaction between the two. The essentially glides along the surface of the shim. The only even where you'd have the cam hitting or smacking...

Actually, they don't... and some excess clearance between a lobe and shim won't cause the whole car to vibrate nor would such a thing happen overnight.

Hey Bob, did you get the log I emailed you a couple days ago? It was the day after my last post actually.

400 to 500RWHP on a W58??? It is very unlikely that would last long... even if you baby the hell out of it.

Well, if it was on the 31st, had a black hood and a bumper that looked like a sewn up college cadaver.... might have been me. ;) Me or the remote control car? :biglaugh: I'm thinking about swapping everything into a rusted Cressida with steelies, a door missing (and covered with packing tape...

Stepping on the throttle while in diagnostic mode will set a code 51 as well. N/m.... durrr...

This may simply be because it isn't until then that the ECU has decided the data is out of bounds and begins running on the fail safe maps (limp mode).... I'm not 100% sure of that though.

Sorry, yes, Ks for a KVAFM (7M-GTE) Vs for a Vane AFM (7M-GE) sorry... :P THA is a simple thermistor, ground on one end and ECU on the other. Simply put, the ECU uses a pullup resistor on the other end to create a readable signal between the two. So a ground when the ECU is off and voltage when...

Well, if it is actually not present then any relationship between it and the AFM is a moot point. Looking back at the TEWD it appears that the KV meter portion of the AFM uses E1 brown wire) for the ground and E2 is for the temp sensor. So, test Vc, Vs and E1.

Just curious, what kind of cost estimates are you getting?