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she was too lean on the 315's which is why she got the 370's, which she just installed.

the dyno also wont tell her anything about her idle and part throttle a/f ratio, which is what she is talking about right now.

I got the FIC because I realized it's going to need to be more finely tuned, not to fix the idle. The AEM FIC has a 21x17 map and can control ignition timing as well, and from what I've seen is compatible with Vista more importantly.

I had a high idle because the intake plenum gasket was messed up, that's ok now.

hey steff...sorry havent pm'd u pics of my catch can yet.

if u need help with FIC wiing let me know. i think i posted up some notes.

you need to run 4 wires into the engine bay for the injectors. Also the o2 function is fussy with the 7a so don't bother...let the stock o2 deal with that. Finally, you only have to intercept the crank sensor on the (-) side and tap the (+) side.

>
couldn't you just tap into the injector wires at the ECU?

>

The 7A is batch injection (fires two injectors at once), I'm assuming the FI/C changes it to sequential and that's why he did it that way.

-Doc

hey steff. here are the pics of the catch tank i have. I want to replace it with a breather tank with two inputs and a filter.

FunkySR
here is a discussion about catch can set-ups

Catch cans

if I'm not mistaing you said you're going for a set-up similiar to number 4 right ?

I think I get the general idea of what a catch can does and how it needs to be setup, I'm just not sure what works best for the 7AFTE.

Thanks Jay for the pictures. Is this the revised setup or the one you mentioned you were having trouble with?

I was going to use the straight breather line that goes from the intake manifold to the crankcase (next to the PCV line, it's just a hose) which right now is capped off at the manifold and there is a vent hose going nowhere from the crankcase side. I would put the catch can between the vent hose going nowhere from the crankcase side to the intake filter before the turbo. That leaves the PCV alone.

The PCV can be left alone because of it's one-way check valve. So, you can't pressurize the crankcase under boost. However, I'm pretty sure the crankcase needs to be under a vacuum in order to properly "suck" the vapors out of it. Which is why I believe the best way is to run the one hose from the crankcase to the catch can, and the other back to the intake. actually, ideally, would be to run both the PCV and crank vent to a catch can, and have a 3rd outlet to the intakte. then you'd catch all oil from going into the combustion chamber and lowering the octane of your gas and promoting detonation.

the worst thing though would be to pressurize the crank case, then all your seals and gaskets will start going out... I'm guessing that's why my car happened to spring about 10 million different leaks after I turbo'ed it...

So after the injector switch I no longer get a misfire code from cyl 1 on cold start.

Yesterday Manny welded a new bung in my exhaust to move my wideband further back. I started playing around with the tuning a little and I can get the afr just about normals sometimes so I think it's all in the tuning. Once I feel more confident in the wideband readings I'll try to tune it better. I have realized more and more that the SAFC is not going to cut it for proper tuning. It takes out too much fuel at partial boost and throws in too much at low throttle. I'm sure I could get it just about good enough but even that's not good enough for me. I drive the car everyday and it's getting very expensive only getting 20mpg (down from 25mpg with the 315cc injectors and pretty good tune) and having to use 93 octane.

I have yet again developed an exhaust leak at the manifold, the whole exhaust is hanging off the head studs and loosening them after a few weeks. I need to devise a manifold/turbo stay.

Other than that, no major problems yet... knock on wood.

This post has been edited by hurley97: Oct 13, 2008 - 7:07 PM

I have yet again developed an exhaust leak at the manifold, the whole exhaust is hanging off the head studs and loosening them after a few weeks. I need to devise a manifold/turbo stay

again, your manifold is warped, thats why the bolts are working loose over time.

there are no reliefs cut into your manifold flange are there? probably should look into a new manifold + one with reliefs in it. (also what nuts are you using? try some deforming thread lock nuts)
Glad to see the wideband moved back

This post has been edited by playr158: Oct 14, 2008 - 6:44 AM

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dan, her manifold has no relief cuts, its the JGS log manifold, we cut the t3 flange off and welded on the t25 flange, which is why im saying the manifold is prolly warped.

she is using the stock toyota split locking nuts IIRC.

Manny and I moved my wideband back behind the flex pipe, that should be ok... until the next problem.

The AEM F/IC is installed and working. Just need to do some fine tuning for a while.

I took the manifold off and brought it to a machine shop to straighten. It was a little off, you could put it on a flat surface and rock it side to side. The guy made it flat for me, I double gasketed it and put it back on. One of the guys at work helped me make a bracket to support the manifold/turbo. Only time will tell if the combination of the three will solve my recurring exhaust leak problem, I can't imagine what else I could do if it comes back.

This post has been edited by hurley97: Oct 21, 2008 - 9:33 PM

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wouldn't double gasketting cause leaks?

>


goog good.

do you wanna see my latest map to compare? if so email me. How did you wire up your ignition.

does the AEM allows to have 2 different maps ? like a 6 PSI map and a 15 PSI map ?

no. You can map boost against RPM to whatever boost you like. Eg I have mapped mine to something like 30PSIA which is like 15psi but my EBC is set to 10psi...si even if i get spike i will be ok as i have enough fuel to cover that.

>
If I used two of the metal kind I had on there I'm sure it would since the crush part around the openings face outwards and probably wouldn't crush well against each other. I used the metal on I had and an aftermarket FelPro made of the composite, non-metal headgasket type stuff.

>
e-mail sent

this is pretty much what I e-mailed Jay, it just explains how I have my F/IC set right now:
I attached my current map, it’s just a calculated base map I made a few minor changes to for the time being. I haven’t really had a chance to drive around with someone and really tune it. My max boost even when it spikes is about 13psi so I mapped it at a max of 27psia, I also based it on the 315cc injectors to start out a little rich and work my way to a good tune, but it actually seems pretty good for the most part. It still hesitates from too much fuel if I hold out 10psi for a long period of time. I’m still working on it.

So I had a little problem with a crap load of smoke at higher boost levels. Actually while I was tuning and Dustin was driving, after hitting 14psi a few times it would throw smoke clouds out the back, then holding out anything over 10psi some smoke would come out. We pulled over to find about 1-1/2qt of oil shot out of the small vent tube from the valve cover. Added oil, capped off the tube, drove it nice and easy to work the next day.

I installed the catch can in hopes to help the situation. I put it from my PCV to the catch can, and front the catch can to the intake. Capped off the second small vent hose and sources from the intake manifold.

Again I took the car to lunch and drove it hard, right about 13-14psi clouds of smoke out the back. Drove it nice back to work. Manny's theory was the positive pressure going to the PCV caused some to leak by it and pressurize the crankcase forcing oil out the vent hose. I talked to some techs at work about the PCV and someone suggested I cap off the PCV and see what happens.

So I capped off the PCV, started the car, smoke like I'd never seen before just at idle. Reconnected things the way I had it and the smoke seemed to settle down but there was still something wrong. I had Dustin come pick me up from work, we went to go see Manny, Jenn, and baby Randi in the hospital, I drove the Solara to work in the morning.

Yesterday after work, me and two master techs were discussing my vent routing and the problems with the way it was. It was determined that my intake itself at the filter was not creating enough suction to open the PCV at all, so the pressure would just build up and finally burst at 13-14 psi. It is normal for the crankcase to build up some pressure, thats why it needs to be adequately vented. My system just needed more vents because it built up more pressure faster. We hollowed out a PCV valve and reconnected everything the way I had it, but instead of capping the hose I originally had going nowhere, we took the cap off and put another hose going nowhere. Eventually I guess it should have some sort of filter on the end or just T it into the catch can line.

you know steff, back the day, the 5th gen guys would have the same types of problems.
i wonder if that one little hose is enough, they used to drill an extra vent in the valve cover to add a 2nd line, which may be where you end up going with it.

right now I do have 2 vent lines hooked up. So far it isn't a problem but if it turns out I need more ventilation I may need to think about drilling another hole somewhere, maybe in the oil cap.

>


I just happen to have an intake cover with an extra hole dilled and pipe tapped for an extra
pcv line when is your birthday? lol You switched to the 94-95 intake correct?
One of a kind TRD engraved, polished, I tried it on my 97 if you remember. I was
going to cap the original and use the new hole but it was another problem entirely.
You can try it. hole not shown.





I can't use it and it might be just the ticket.

This post has been edited by 97lestyousay: Oct 31, 2008 - 6:51 PM

haha, Thanks Randy. But I need more vents off the valve cover, all the vent tubes for the PCV system from my intake plenum are capped off right now.
I still have my '97 intake plenum though. When you tried that one on yours how did it work? But if your giving that away my birthday is in Jan

I got my new wastegate... it's pretty

It's a Tial .5 bar (about 7psi) 38mm MV-S V-Band Wastegate. It's their new smaller sized wastegate.
I got it from HS Tuning, it was the best price I could find and their customer service was excellent.

wastegate p0rn.

wow. that is pretty!!!

sweeeeeeeeeeeet

thats TIZZZZZIIIIGGGHHHHHTTT steff

UPDATE:

A while ago but I forgot to mention it, If anyone remembers I used to get a misfire for cylinder #1 and sometimes #1 and #3 on cold start. I had the BKR6E's gapped to about 28 I believe. I regapped them to 30 with little improvement, still happened just a little less often. Finally I stole some BKR7E's from Dustin, gapped them to 30 and installed them, no more misfires... thank god.

My catch can overflowed and started pouring oil into my intake. I also started noticing a lot of blue smoke at random times, usually deceleration though.

So after Manny did a compression test on Jen's motor with bad results I got scared. I'd been feeling like the car hadn't been running as well for a few days. Then out of nowhere I started getting a misfire for cylinder #4 while driving, that's never happened before, so now I know something had to be wrong.

So I brought it in the shop at work and we did a compression test... results ---- cyl#1: 160---#2: 160---#3: 165---#4: 60
yes that's right, #4 was sixty, I didn't forget the 1....

So me and Peter talk about what the possibilities are: bad compression ring, damaged piston, bad valve, too much oil contaminating the compression rings. The oil control rings are underneath the two compression rings in order to catch the oil that comes from underneath the piston and distribute it evenly so as not to get too much in the combustion chamber which would cause misfires and get too much on the compression rings causing low compression.
Using the borescope we found out there was a whole lot of oil coming into the cylinder from the intake valve, the exhaust valve wasn't nearly as wet with oil.
It's a possibility that all the oil being drawn into my intake was getting sucked right into the first runner on its way in (which is cyl #4) and flooded the cylinder with more oil than it could burn off and accumulate too much oil on the compression rings. If that is the case then preventing the oil flooding may (possibly) give the rings a chance to regain their compression holding ability again.

So we proceeded to clean out all my intake pipes and intercooler, empty my catch can, then bypass the catch can for now so it's not forcing oil into my intake anymore. I hooked up my PCV valve the way it was stock and just have the smaller vent line still go nowhere since I still don't know what to do with it.

In the process I found out the ground for my intercooler pump had become disconnected so I reconnected it, who knows how long it's been like that.
Plus there was a slight vacuum leak at one of the capped ports on the intake manifold, had to fix that as well.

Anyway, with a working intercooler and not sucking in puddles of oil the car felt sooo much better that night, even with low compression in one cylinder. Since it seemed to be running fine and not getting any worse I decided to just drive it for a while and see if it continues to improve or not.

Less than a week later Peter brought my car in the shop for something else and decided to just check the compression again to see if there was any improvement. Results this time ----cyl#1: 160---#2: 160---#3: 165---#4: 75---- not too much but at least it didn't get worse, besides it had only been like 4 days and 100 or so miles.

So since all this I've put about 500 more miles on the car, I no longer get any misfire codes, and the smoke started greatly reducing until for the past few days I haven't seen any at all. Hopefully I'll get a chance to check the compression again this week and see if it's gotten better. Hoping for the best.

And today I bought a proper oil separator/breather tank. It's a one way and vents the air through a filter mounted on top while keeping the oil in the tank.

This post has been edited by hurley97: Apr 3, 2009 - 7:50 PM