www.imoc.co.uk

https://www.mr2oc.co.uk/know-your-2/mk2 ... bartid=162

Only takes a minute.

Have you checked the error codes?

Would have to be a very big and heavy heatshield to make that noise... Will go through it on the weekend. Can't drive it anywhere as is with the noise its making so will check all the external bits like pulleys / belts, then drop the oil and see what its saying. I'm expecting bits though honestly.

Drift limits performance did my build, although it wasn't a failure it did need machining etc. What happened? it was running allright not that long ago? Ran out of oil. I'm sure we talked about it briefly... It has always used a bit of oil and I suspect it has a worn out cyl 3 oil control ring or b...

Looking for recommendations on a workshop that can remove / rebuild / install a 3SGTE, suspect bottom end failure. Rebuild would be to OEM spec but with forged pistons, nothing crazy. Closer to London / Essex would be preferable, but I will travel for the right service.

As long as your alignment is right, you'll get a good few years out of them easily no problem. You should replace every 5 years anyway due to age

They're excellent tyres, the only downside is the wear rate is higher than your typical average road tyre, so not recommended if you're doing 15,000 miles a year! Not an issue for those who do well under 10k though.

How many miles do you do a year, and does it get used all year round? If you're not doing mega miles, and very little if any in the winter, have a look at the AD08R (now AD08RS) and NS2R. Great dry performance, reasonable wet performance. I do have a full set of Kumho KU31 part worn in those sizes, ...

rossonza wrote:Yes gen 2 injectors still. I'm on the prowl for higher flowing ones.

I'd get those done at the same time otherwise you'll be mapping twice. 800's should be enough, but if I remember correctly the Gen2 rail benefits from being drilled out when using larger injectors, assuming drop in side feed?

Yeah, it is more work and money, thats the downside of moving away from a CT.

Are you still on Gen2 injectors? Those will be a limitation.

400bhp on any CT turbo is a big ask, you'll be working it very hard.

Might be time to look at some aftermarket options. This will cost more of course... You can retain the stock manifold with an adapter plate for these power levels though.

Many people have put CT20B's on a Gen2, but I don't know exactly what you need to fit. Performance-wise a *good* CT26 hybrid and a stock CT20B are rather similar.

Either source a "CT20b", or go for a hybrid of what you have, sounds like you have everything to support it. If you go for a used CT20b make sure you get it cheap enough to have budget left for a rebuild. I have a Turbotechnics S148 on my Gen3 as its what it came with. Its decent, and has ...

If its the one that goes to the intake pipe, thats the air feed for the IACV. Certainly explains the poor idle if it was blocked.

Is that a breather, or is that the air supply for the IACV?

Ryan S wrote:is the TPS the same on NA and turbo?

Yeah, super common part. Same on loads of Toyotas from the era. Should not be an issue to find one!

http://japan-parts.eu/?parttt=&part=894 ... i=&cars=ok

IDL is one of the pins on the TPS. I've never touched the throttle stop screw personally, you should never need to, it's set from the factory and thats it. Is there anything in the workshop manual for it? If you were able to calibrate the TPS you would have checked that the IDL output on the TPS was...

Baldurbus wrote:
Stop deleting my replies and advises which can save money to the other forum members!!!xxxx!

Try taking a minute to collect your thoughts, and put it all into one post. There's no need to make multiple posts in succession - it's messy.

Hi there Thanks for that I thought i was going crazy!! to my shame no i have not....but tonight we will and take it from there. Be ready for a long thread ! I hope not! Regards Brian Just got to work through methodically, more often than not these things end up being something actually quite simple...

The key is NOT linked to the engine ECU. I have swapped out UK market Rev4 and Rev5 ECU's (both use the same security system pretty much) - you can swap them for another of the same part number with no issues. As far as I am aware, its the TVSS box that handles all the key related stuff. Are there a...