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Bear in mind that the charcoal canister is there to absorb the pressurised fuel vapour produced in the fuel tank and it will still need to go somewhere. Direct venting into the engine bay (with or without a one way valve) isn't something to be recommended.

Thanks for the replies. I have no plans to progress beyond the stock injector limits (yep, loads of people have said that in the past, I have spent too much already on trying to get the car back on the road and need to be back in the the driving seat again :) ). Looks like Toyota it is then :thumleft:

I need to make a decision on what clutch to go for on a virtually standard rev3 engine (boost turned up on standard injectors); the stock Toyota one (part number 31250-17052) or an Exedy one such as this http:\\cgi.ebay.co.uk/ws/eBayISAPI.dll?ViewItem&item=140168993914 Does any one have any expe...

There's are part number change August '87, don't know how interchangeable they are though.

Skywalker wrote:Be nice if someone was making up a custom one that flowed with the lines of the car

I was thinking the same, it needs to replace the trim that's fitted to the trailing edge of the roof and C pillars too. I don't know how practical this is to do though.

Personally I wouldn't worry but it depends on how high it goes when pushing on, e.g. track days etc.

You already have a oil cooler fitted, it's plumbed into the coolant system. The temps you are seeing are mostly OK for oil (which generally gets quoted as wanting to be around the 85-105 deg C mark). The oil/water cooler helps the oil warm up too. If you want to fit another cooler then a thermostat ...

There's a couple of close up photographs of vents without mesh in this thread www.imoc.co.uk/forums/viewtopic.php?t=78538

Boring the rail doesn't increase flow it just stops it becoming a limiting factor in the injectors being able to supply the required fuel.

It's just the rail they bore out. The increase in flow comes from upping the fuel pressure.

The 300rwhp restriction is probably more likely down to the physical size internally of the VAF meter than how the ecu works.

This is just conjecture here, I don't know if Toyota do it the same way. Usually on VAF equipped engines (mainly Bosch ecu's vehicles) the flap in the meter becomes fully open long before the maximum airflow is reached. At this point the ecu decides it's fuelling upon rpm and throttle position and t...

It's the kind of 'fudge' that people used to do when they fitted larger injectors and they made no other changes. It doesn't seem to be a good idea to me.

Harry wrote:Do they do them in clear?

Only in amber from what I can gather

Jaspa, are they as good as they look and how easy were they to fit?

Us two at least are on the same page

The view that the exhaust pulses need to enter the turbo at different times is saying to me that this is exactly why you should use an equal length manifold. The engine is a four stroke four cylinder which means each cylinder gives an exhaust 'pulse' every 720 degrees (of crank rotation) resulting i...

Does the dizzy in the tubby have the 24 tooth "Ne", and a one-tooth / twin sensor (Ge1 and 2) wheel fitted? Yes, there are the NE, G1, G2 and G- signals present (not sure about the number of teeth/sensors though). One point to bear in mind is that the rev1 looms are wired differently than...

I suspect the dizzy mods were done to suit the EDIS system, but this is a guess as it's been a while since I looked at the MS system and as far as I know the EDIS will only work on a 36-1 signal. If anyone does know a way around this limitation please let me know as I'm planning on using it for my e...

RyanRs wrote:if you do get an aftermarket manifold, Do not get an equal length manifold!

Out of curiosity, why not?