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I wonder how much the detonation being seen is down to using using lower octane fuel than the cars were intended to? i.e if we ran higher octane fuel would the detonation disappear or would it just be reduced?

Changing the oil before storing it is advisable as old oil will have acids and moisture in it, a synthetic oil is usually recommended. As said above, a bit down the spark plug holes and turning it over will help coat the bores (don't turn it over on the starter after refitting the spark plugs!). The...

Looks a tidy install, one minor point though; picture 9 shows the pipes passing through an undertray that's been cut to make room, I would pad/protect the pipes here as the undertray will saw through the pipes over time.

121.95mm give or take a thou, I cannot guarantee any more accuracy as I was using a vernier calliper.

EDIT: Added 'a'

4.800" is the figure I recollect but I cannot be 100% sure. I have a Pauter rod I can measure up for you at the weekend if no one jumps in with the answer before then.

though shouldn't 1 & 4 be merged then 2 & 3 also as per 20Valve tube manifold This is generally the recognised way of doing it so that the overlapping exhaust pulses will not interfere with one another to create undue or uneven back pressure. The idea being to strive for for equal cylinder ...

I think that's probably about top whack price wise.

There is a MINES ecu on my rev2 and when the stock ecu started to run out of puff at 6k this allowed it carry on pulling up to 7k. This was with a bigger turbo though.

Pin 4 (BLK) is the rpm signal from the distributor.

Pin 3 (WHT/RED) is the ignition back EMF confirmation from the ignitor.

(nb. this is the same for the rev3)

Cheers Ishii

The FAN is another input to the intercooler fan ecu (the rev3 part number is 89257-17040) so that the ecu can turn the fan on as well as the under lid air temperature sensor.

OK, on an AE111 'CF' is used for the cooling fan relay control so I'm guessing that the rev3 ecu is the same. Anyone able to confirm this?

The earth cables (several cables terminating in one ring connector) pass through the middle pair of the inlet manifold runners from the loom (that sits in the crook of the inlet manifold below the throttle body) then rises up and bolts to the underside of the plenum.

Being confused isn't a surprise on this subject, I'm having difficulty figuring out what to swap due to the lack of accurate information and conflicting stuff on the internet. You are actually better off going from a ST185 to ST205 (am I right here?) as there is better information about it available...

Thanks, that would be great I currently have 9 confirmed swaps and 3 questionable ones (on a non ABS or traction control vehicle).

I was beginning to think I ought to move the thread too

I'm in the process of converting my rev2 to rev3 and still haven't been able to satisfy myself about all the differences between the two. For example, I posted a query in the 'electrical' forum a fortnight ago and haven't had any replies :( There seems to be a TPS change too that I have never seen a...

Anyone

If your ecu is 'chipped' then you will most likely see either of the following; A small 'piggyback' ecu (such as Dastek or Unichip) spliced into the ecu's loom, usually near the ecu itself in the boot. or A 8 to 10mm spacer under the ecu's lid which makes room for a 'daughter' board to be fitted to ...

I am trying to figure out the differences between the rev2 and rev3 looms and I am stumped on of the ecu pinouts. Pin 19 on the 22 pin chassis to ecu loom connector is marked 'CF' in the ecu (pin 1 is the constant battery feed and pins 12 & 13 are the switched ignition feed) and I haven't been a...

If all that has been done is fit the sensor and it had a lower pressure rated sensor previously then the ecu will not be getting the right signal anymore which will cause misfuelling and spark advance.

It's an early 3S-GE head.

You can have the cam bearings repaired is all else fails, expect to pay about £200.