Just wanted to update you guys I finally got my power steering high pressure hose replaced with a steel braided line. You guys are the best I love you all.
The Small Questions Thread
- Thread starter RPSil13
- Start date
Anyone know the Hose ID size of the valve cover to crank case vent hose? looks like a question mark
forgot to grab it this morning
http://www.villagetoyotaparts.com/showAssembly.aspx?ukey_assembly=356945
33$ from Toyota
just ventilation wont hurt to buy it local if possible
forgot to grab it this morning
http://www.villagetoyotaparts.com/showAssembly.aspx?ukey_assembly=356945
33$ from Toyota
just ventilation wont hurt to buy it local if possible
Looking to make an 02 extension harness for an early 7M round 3 pin connector, anyone know where I can get both the female and male connector ends?
Couldn't find this in the TSRM
So the ECU sometimes signals the VSV2 (vacuum switching valve) to cut engine vacuum to the fuel pressure regulator. I just don't know when or why it does this?
I'm thinking
- At wot (wide open throttle) to increase fuel pressure to max
- When engine is cold to richen the mixture
Seems like they designed this thing backwards.. The more vacuum the FPR receives, the more it lowers psi, right?
So the ECU sometimes signals the VSV2 (vacuum switching valve) to cut engine vacuum to the fuel pressure regulator. I just don't know when or why it does this?
I'm thinking
- At wot (wide open throttle) to increase fuel pressure to max
- When engine is cold to richen the mixture
Seems like they designed this thing backwards.. The more vacuum the FPR receives, the more it lowers psi, right?
Toyota designed it to maintain consistent absolute pressure. The injectors are in the manifold so as vacuum increases the conditions on the lowpressure side of of the injectors is effectively decreased. This would increase absolute pressure without adjustment.
Also when under high load contitions, ie boost fuel pressure increases at a 1:1 rate with the atmospheric contitions in the manifold. Remember pressure is the resistance to flow, not a static number.
Also when under high load contitions, ie boost fuel pressure increases at a 1:1 rate with the atmospheric contitions in the manifold. Remember pressure is the resistance to flow, not a static number.
Hmm, so the turbo ECU probably regulates the VSV differently, since absolute pressure becomes positive under boost?
-edit- Oh yeah, no vacuum in the manifold, no vacuum at the VSV lol duh.
I'm trying to test for voltage at the VSV after repairing a broken connector, and am not getting anything when the car is cold. Should the ECU be cutting vac at that time to raise pressure for warm up? Maybe there's a fault in the wiring somewhere else.. Old ass harness... Not sure when to test for voltage there.
-edit-
Found this, says the VSV only cuts vacuum during hot starts to improve starting and idle.
http://www.cygnusx1.net/Supra/Library/TEWD/MK3/manual.aspx?S=Main&P=45
-edit- Oh yeah, no vacuum in the manifold, no vacuum at the VSV lol duh.
I'm trying to test for voltage at the VSV after repairing a broken connector, and am not getting anything when the car is cold. Should the ECU be cutting vac at that time to raise pressure for warm up? Maybe there's a fault in the wiring somewhere else.. Old ass harness... Not sure when to test for voltage there.
-edit-
Found this, says the VSV only cuts vacuum during hot starts to improve starting and idle.
http://www.cygnusx1.net/Supra/Library/TEWD/MK3/manual.aspx?S=Main&P=45
Last edited:
That is correct. The fuel-pressure up VSV is only used for a few seconds during a hot start to raise fuel pressure and help prevent vaporization of the gas in the fuel rail from heat soak. It is not used at any other time.
Doing some work on my car and a bolt seized/snapped on the factory O2 bung location, stainless Ebay 3" downpipe (was lazy and foolishly used bolts instead of studs). Took it to a local machine shop and guy was not wanting to work on it, saying stainless is a PITA (first he thought it was chrome, dumbass..). Got it home and stuck a magnet on it out of curiosity, and the bung was magnetic, so were the flanges at the ends of the downpipe.
Is that normal for the flanges and bungs to be regular steel? Or maybe them being welded on makes them magnetic? I might try to drill/tap it myself if it's regular steel (won't be going back to that shop lol).
Is that normal for the flanges and bungs to be regular steel? Or maybe them being welded on makes them magnetic? I might try to drill/tap it myself if it's regular steel (won't be going back to that shop lol).
Yeah the pipe itself isn't magnetic. Though it might be common practice to use regular steel on the bungs since it's easier for them to drill/tap.
So I'm going NA-t finally pulled the old NA block went to put my engine mounts on the new block still an Na but the turbo manifold support bracket seems to be in the way. Is there a diff between turbo and non turbo mounts?! Everywhere I read says no just the years(square or round). Or maybe I place the bracket incorrectly?
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Remove the bracket, put the mount on, then put the bracket back on over it. See the hole where it bolts through
Well removed bracket and put mount on but still doesn't seem to line up. Is this bracket really necessary? Maybe I'm using the wrong year support bracket?
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hvyman;2058561 said:
I do believe they are, I just swamped them over from the old block made sure to keep em on the right side. This is under the intake
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