mr2-digest Monday, 1 January 1996 Volume 01 : Number 077 Returned mail: unknown mailer error 1 Returned mail: unknown mailer error 1 Returned mail: unknown mailer error 2 Returned mail: unknown mailer error 2 Returned mail: unknown mailer error 2 major vs vacation Re: mr2-digest V1 #76 FCD and TVVC Install Complete! Suspension Toe-out Deflection Formulas Re: MKII grinding noise & boost/no-boost Spectacular parts sale! 3-in-1Stereo Security Re: mr2-digest V1 #74 & 75 CA emission removal, K&N filters... Power Antenna for '92T ---------------------------------------------------------------------- From: Mailer-Daemon (Mail Delivery Subsystem) Date: Fri, 29 Dec 95 19:16:23 PST Subject: Returned mail: unknown mailer error 1 ----- Transcript of session follows ----- 451 openmailer: cannot fork: No more processes 554 "| /home/validgh/major/home/wrapper digest -r -C -l mr2-digest mr2-digest-outgoing"... unknown mailer error 1 ----- Unsent message follows ----- Return-Path: Received: by validgh.com (4.1/SMI-4.1) id AA29646; Fri, 29 Dec 95 19:16:23 PST Errors-To: "|/usr/ucb/vacation dgh", \dgh Received: from uunet.UUCP by validgh.com (4.1/SMI-4.1) id AA29527; Fri, 29 Dec 95 19:14:44 PST Received: from tumalo.bendnet.com by relay4.UU.NET with SMTP id QQzwfm26047; Fri, 29 Dec 1995 10:39:26 -0500 (EST) Received: from LOCALNAME (bend18.bendnet.com [199.2.205.68]) by tumalo.bendnet.com (8.6.12/8.6.12-beta) with SMTP id HAA08304 for ; Fri, 29 Dec 1995 07:34:26 -0800 Date: Fri, 29 Dec 1995 07:34:26 -0800 Message-Id: <199512291534.HAA08304@tumalo.bendnet.com> X-Sender: jdshort@bendnet.com X-Mailer: Windows Eudora Version 1.4.5 Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: uunet!validgh.com!mr2-digest From: uunet!bendnet.com!jdshort (John & Diana Short) Subject: temp gauge Sender: owner-mr2 Precedence: bulk So yep, I'd agree that on a cold day, if the heater isn't turned on until the car is warmed up, the temp gauge will drop a bit. Not too surprising as you're sitting there with a heater core and heater hoses full of ice cold coolant that you all of the sudden send into the engine when you turn on the heater. A few minutes later, all is back to being the same old rock solid just below halfway. John Happy Notes from the Short Family Frog Farm! ------------------------------ From: Mailer-Daemon (Mail Delivery Subsystem) Date: Fri, 29 Dec 95 19:18:42 PST Subject: Returned mail: unknown mailer error 1 ----- Transcript of session follows ----- sh: fork failed - too many processes 554 "| /home/validgh/major/home/wrapper archive2.pl -f /home/validgh/major/lists/mr2.archive/mr2 -m -a"... unknown mailer error 1 sh: fork failed - too many processes 554 "| /home/validgh/major/home/wrapper digest -r -C -l mr2-digest mr2-digest-outgoing"... unknown mailer error 1 ----- Unsent message follows ----- Return-Path: Received: by validgh.com (4.1/SMI-4.1) id AA29655; Fri, 29 Dec 95 19:18:42 PST Errors-To: "|/usr/ucb/vacation dgh", \dgh Received: from uunet.UUCP by validgh.com (4.1/SMI-4.1) id AA29546; Fri, 29 Dec 95 19:14:49 PST From: uunet!aol.com!CybrRacn54 Received: from emout05.mail.aol.com by relay4.UU.NET with SMTP id QQzwfr02735; Fri, 29 Dec 1995 11:53:30 -0500 (EST) Received: by emout05.mail.aol.com (8.6.12/8.6.12) id LAA19017 for validgh!mr2-digest@uunet.uu.net; Fri, 29 Dec 1995 11:53:38 -0500 Date: Fri, 29 Dec 1995 11:53:38 -0500 Message-Id: <951229115338_26503484@emout05.mail.aol.com> To: uunet!validgh!mr2-digest Subject: Icing the throttle body Sender: owner-mr2 Precedence: bulk In a message dated 95-12-29 01:15:22 EST, you write: >Also, someone mentioned how their MR2 was noticeably faster when it was very >cold outside (I've noticed a difference too)...I've already designed >something to lower intake air as low as I want (theoretically...hasn't been >road tested yet)...but I'm wondering about icing in the throttle body - does >anyone think this could be a serious problem? How cold could the intake air >be before icing is a problem? How much more power do you think this'll give >me? Maybe 5 hp (or am I dreaming here)? > > before you start putting ice on the throttle body, remember that hot coolant passes through it. It has two reasons for being there: 1- upon cold startup, it comes in contact with a bi-metallic valve that opens up to allow a high idle. 2- in extremely cold climates, it deters icing of the throttle (this mostly is not a problem). you best bet is to just utilize the left side air intake for a cold induction. I've seen people use a K&N racing filter (cone type) and remove the stock airbox completely. Unfortunately, if there's a considerable amount of rainfall in your area, this is not recommended. An exposed filter ingesting water is no fun. Gerald San Agustin 88 Twincharger Cyber Racing, So Cal. ------------------------------ From: Mailer-Daemon (Mail Delivery Subsystem) Date: Fri, 29 Dec 95 19:34:21 PST Subject: Returned mail: unknown mailer error 2 ----- Transcript of session follows ----- Undefined subroutine &main::abort called at /home/validgh/major/home/digest line 300. 554 "| /home/validgh/major/home/wrapper digest -r -C -l mr2-digest mr2-digest-outgoing"... unknown mailer error 2 ----- Unsent message follows ----- Return-Path: Received: by validgh.com (4.1/SMI-4.1) id AA29650; Fri, 29 Dec 95 19:17:37 PST Received: from uunet.UUCP by validgh.com (4.1/SMI-4.1) id AA29517; Fri, 29 Dec 95 19:14:42 PST From: uunet!aol.com!ECNEPRADEL Received: from mail04.mail.aol.com by relay2.UU.NET with SMTP id QQzwfm09255; Fri, 29 Dec 1995 10:32:18 -0500 (EST) Received: by mail04.mail.aol.com (8.6.12/8.6.12) id KAA27680 for mr2-digest@validgh.com; Fri, 29 Dec 1995 10:32:18 -0500 Date: Fri, 29 Dec 1995 10:32:18 -0500 Message-Id: <951229103217_101535845@mail04.mail.aol.com> To: uunet!validgh.com!mr2-digest Cc: uunet!aol.com!FUSZTOYOTA Subject: o-rings Sender: owner-mr2 Precedence: bulk Everybody will be happy to know that I purchased the toyota manufactured o-rings locally and you were right they were very cheap, thanks for all of the great responses. One side note, I called Lou Fusz Toyota for a set of microfiche for my mk1 na and the guy couldn't find one but took my number and actually called me back saying that he found a set in the basement of the warehouse, talk about customer service! I would recommend them highly here in the states. Just wanted to pass along a good experience with a vendor!!!! ------------------------------ From: Mailer-Daemon (Mail Delivery Subsystem) Date: Fri, 29 Dec 95 19:34:31 PST Subject: Returned mail: unknown mailer error 2 ----- Transcript of session follows ----- Undefined subroutine &main::abort called at /home/validgh/major/home/digest line 300. 554 "| /home/validgh/major/home/wrapper digest -r -C -l mr2-digest mr2-digest-outgoing"... unknown mailer error 2 ----- Unsent message follows ----- Return-Path: Received: by validgh.com (4.1/SMI-4.1) id AA29660; Fri, 29 Dec 95 19:20:48 PST Received: from uunet.UUCP by validgh.com (4.1/SMI-4.1) id AA29522; Fri, 29 Dec 95 19:14:43 PST Received: from tumalo.bendnet.com by relay4.UU.NET with SMTP id QQzwfm26048; Fri, 29 Dec 1995 10:39:26 -0500 (EST) Received: from LOCALNAME (bend18.bendnet.com [199.2.205.68]) by tumalo.bendnet.com (8.6.12/8.6.12-beta) with SMTP id HAA08310 for ; Fri, 29 Dec 1995 07:34:46 -0800 Date: Fri, 29 Dec 1995 07:34:46 -0800 Message-Id: <199512291534.HAA08310@tumalo.bendnet.com> X-Sender: jdshort@bendnet.com X-Mailer: Windows Eudora Version 1.4.5 Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: uunet!validgh.com!mr2-digest From: uunet!bendnet.com!jdshort (John & Diana Short) Subject: cold weather turbo Sender: owner-mr2 Precedence: bulk Alas, my 93T also seems to compensate for these cold winter days by limiting boost to about the 3/4 mark on the gauge. Definitely less fun and one of the reasons I'm looking into the EVC III. As to the guy looking to purchase the 91T, I felt it was worth getting at least a 93 for the suspension changes, bigger brakes, 1" lowering and 15" wheels. In my mind at least, those are all good things. I also hear talk of the later MKIIs having a stiffer body reducing things like t-roof leaks, etc. John, 93T Happy Notes from the Short Family Frog Farm! ------------------------------ From: Mailer-Daemon (Mail Delivery Subsystem) Date: Fri, 29 Dec 95 19:34:35 PST Subject: Returned mail: unknown mailer error 2 ----- Transcript of session follows ----- Undefined subroutine &main::abort called at /home/validgh/major/home/digest line 300. 554 "| /home/validgh/major/home/wrapper digest -r -C -l mr2-digest mr2-digest-outgoing"... unknown mailer error 2 ----- Unsent message follows ----- Return-Path: Received: by validgh.com (4.1/SMI-4.1) id AA29693; Fri, 29 Dec 95 19:24:59 PST Received: from uunet.UUCP by validgh.com (4.1/SMI-4.1) id AA29589; Fri, 29 Dec 95 19:15:02 PST From: uunet!aol.com!CybrRacn54 Received: from mail02.mail.aol.com by relay3.UU.NET with SMTP id QQzwfr19928; Fri, 29 Dec 1995 11:53:40 -0500 (EST) Received: by mail02.mail.aol.com (8.6.12/8.6.12) id LAA07076 for validgh!mr2-digest@uunet.uu.net; Fri, 29 Dec 1995 11:53:39 -0500 Date: Fri, 29 Dec 1995 11:53:39 -0500 Message-Id: <951229115339_26503499@mail02.mail.aol.com> To: uunet!validgh!mr2-digest Subject: Coolant temp Sender: owner-mr2 Precedence: bulk In a message dated 95-12-29 01:15:22 EST, you write: >My 93T (White!) temp gauge seems to never move after warming up. It sits >just below 1/2 way whether its been 30 minutes hard on the track or a top >speed run (see my picture in who's who list). I'll try the heater exercise, >but have not noticed any swings yet. if your thermostat is working properly, your coolant temperature shouldn't fluctuate. If you really want to see a temperature change, install a intake charge temperature gauge. This trick usually works best with forced induction vehicles since it will show a noticeable change from off and on boost. Gerald San Agustin 88 Twincharger Cyber Racing, So Cal. ------------------------------ From: dgh (David G. Hough at validgh) Date: Sat, 30 Dec 95 20:54:39 PST Subject: major vs vacation Looks like the majordomo program and the vacation program in SunOS 4 don't get along real well. I'll do something different next time I'm gone for a few days, I guess. I hope the error messages didn't confuse anybody too badly. At least one of you has noticed that I changed the method for dispatching digests. It used to be that one went out at 2 AM even if it only had one article, and that on heavy posting days there might be more than one digest. I disabled the 2 AM cron job. Now a digest goes out whenever it's full, which has taken a couple of days during the current holidays but was taking less than a day up until Christmas. As currently configured, a digest is mailed whenever 30K of material is accumulated. ------------------------------ From: uunet!aol.com!COMMANDOE Date: Sun, 31 Dec 1995 00:55:51 -0500 Subject: Re: mr2-digest V1 #76 Thanx Gerald From Cyber Racing. Did I mention my 88 SC MR2 does have the Twin Power Ignition. THANX' Steve 88 SC MR2 ------------------------------ From: uunet!aol.com!KipAnderso Date: Sun, 31 Dec 1995 01:29:18 -0500 Subject: FCD and TVVC Install Complete! Well here's a report on the results of my installing an HKS Fuel Cut Defenser and the Trust Variable Valve Controller in my 91 MR2 Turbo: I ordered both the FCD and TVVC from Steve Millen SportsCars. It took about three weeks to get them and it cost me a total of $364.35 ($119 for the FCD, $239 for the TVVC, and $6.35 for shipping). When I had originally called, I had questioned the high price for the TVVC but I was assured by Steve that the quality of the unit justifies the price. I was not disappointed when it arrived. The TVVC is machined from billet aluminum and well crafted. For the MR2 enthusiast side of the house: The FCD installation was pretty basic once I was able to figure out the orientation of the drawing provided with the unit. The picture was a little bit vague, but if you read the drawing carefully and review the article posted at the MR2 Web site you should have minimal difficulty. The FCD now comes with all of the connectors you will need, so you should not need to solder any connections. Install time: about 1 hr The installation of the TVVC was considerably more work. I opted to install the TVVC in the top compartment of the center console (turns out it's a little noisy mounting it there). It fits in there rather nicely and isn't too difficult to adjust while driving. I ran the pressure lines out the back of the console and down to where the shift linkage passes through the firewall (you'll have to take off the shift tunnel cover and shifter knob to get to this). There is a wire bundle that passes through the firewall here as well. I ran the pressure lines through the grommet for the wire bundle and it worked out fairly well. After loosening the heat shield against the firewall in the engine compartment, I was able to hook the loose end of the tubing with a coat hanger and lift it up to where I could get at it with my hands. From here is where it started to get a little troublesome. It seems simple enough to just reach down to the waste gate actuator and detach the hose between it and the turbo compressor housing. No problem here if you work your hands around just the right way. What made this a difficult install was the fact that the air line provided with the TVVC is actually one size too small. I ended up removing almost the entire intake system on the compressor side of the turbo just to get enough room to slip the hoses on. Yes, although undersized, they will fit. This last step consumed a good 1-1/2 hrs and a half layer of skin - Ouch! Total install time: about 3 hrs. Alright, now the results: With the TVVC opened all of the way up to keep the boost near stock levels at full throttle, the stock boost gauge jumps rapidly to the upper peg. Definitely getting more boost! I figure I'm getting about 12-13psi of boost at the minimum setting since there is a notiecable increase in power, but no evidence of pre-ignition. This minimum boost level is probably due to the restriction of the under-sized pressure lines, but until I get a better boost gauge installed I won't know exactly what I'm getting. I tried turning the TVVC up a little, but it's too difficult to judge just how much boost I'm getting with the stock gauge. Regardless, the extra 2-3 lbs of boost that I'm able to get are worth the price of admission. I haven't made any other mods to the engine other than the FCD and TVVC, but bang-for-buck wise, the combination is a worthwhile investment if you don't plan to squeeze out more than about 250hp from your MR2 Turbo. Anybody have any reccomendations on a decent aftermarket boost gauge that doesn't cost a bundle? Kip Anderson 91 MR2 Turbo kca@interserv.com ------------------------------ From: uunet!interserv.com!kca Date: Sat, 30 Dec 1995 23:20:06 -0800 Subject: Suspension Toe-out Deflection Formulas This is a follow-up to my earlier post on the toe-out deflection of the rear suspension on the 91-92 MkIIs. These formulas also apply to other model years and cars with MacPhearson Strut style suspensions. To determine the angle of the trailing link from horizontal: Measure the distance from the center of the trailing link pivot at the frame vertically to the pavement. Call this "h". Measure the distance from the center of the trailing link at the point where it intersects the control arm to the ground. Call this "i". Measure the length of the trailing link from the frame pivot to the point where it intersects the control arm. Call this "k" Angle "a" is: -1 2 2 cos [ sqr root of (k - (h-i) ) / k ] (You may skip this step if you have a "protractor level" and can measure the angle directly.) Now measure the length of the control arm from the frame pivot to the point at which the trailing link intersects it. Call this last measurement "j". Now to compute the maximum degrees of toe-out deflection with the trailing link horizontal, punch the numbers into the following: Deflection in degrees = -1 90 - cos [ (k - k cos a) / j ] Deflection in distance = 2 2 sqr root(k - (h-i) ) Assuming I figured it all out correctly, this formula takes into account that the wheel end of the suspension moves along two nearly perpendicular arcs, one about the trailing arm range of motion, and one about the control arm range of motion, although they don't have to be perpendicular for it work out with a reasonable degree of accuracy. To figure out how lowering your car "x" inches via shorter springs will effect the toe deflection, just subtract "x" from the measurement "h", and rework the equation. Also, remember to re-adjust your alignment if you do lower your car. If you find an error or know of a better way to compute this stuff, please drop me a note. Kip Anderson 91 Turbo kca@interserv.com ------------------------------ From: "Mark A. Shehan" Date: 31 Dec 95 12:29:53 EST Subject: Re: MKII grinding noise & boost/no-boost I'm afraid I can't help you with the "grinding" noise that you're hearing. I'm not trying to flame you... Might you be holding the ignition key in the "start" position for too long after the engine has started? As far as losing boost, hmmm..... I would test drive the turbo again to see if it does the same thing. If it does, I would have the dealer check the engine codes and test drive it. If you are in fact losing boost then it should be easily detected via either engine codes or the dealer. No, you will NOT get any boost with the car in neutral while revving the engine. This is normal. I would LOVE to be able to get boost while revving the engine in neutral.... can you imagine what kind of launches you could get!!!!.... thinking in autocross terms with sticky BFG R1's on the car. Hope this helps. Mark Shehan '91 MKII turbo t-top red 146 K miles ------------------------------ From: uunet!aol.com!QUASICAM3 Date: Sun, 31 Dec 1995 18:26:58 -0500 Subject: Spectacular parts sale! Hi all, I'm sorry, I forgot to say that the parts for sale are from an 85 MR2!!! See ya. Chris ------------------------------ From: uunet!interserv.com!kca Date: Sun, 31 Dec 1995 19:51:55 -0800 Subject: 3-in-1Stereo Security One thing I left out about my recent FCD and TVVC installation: After having disconnected the battery, I was subsequently locked out of my stereo. Never new the unlock code. Never intended to lock it. Anybody else ever get stuck in this situation? Can Toyota dealers take care of it easily? Or is there a way to get around having to take it to the dealership service center for a reset? Kip Anderson 91 Turbo kca@interserv.com ------------------------------ From: uunet!ukonline.co.uk!david.cole Date: Mon, 1 Jan 1996 13:47:15 GMT Subject: Re: mr2-digest V1 #74 & 75 Hi All, Help is needed. Can anyone mail me a diagram and the correct procedure for removing and replacing the "track-control arm" for the front wheels? ('89 MkI) Also needed, ideal wet weather tyre pressures (front and back) If I keep the front tyres as standard, by what width can I increase the rear ones? How much extra grip will this give to the back end? >From what I can gather, you guys in the States, race MR2's, does anyone have anything on video that they could mail to me? I'll happily pay for any costs... Also, >From: Adam Grove >Anyone who likes to read about the Mr2 might wish to pick >up a copy of the latest (Jan/Feb) edition of "Grassroots Motorsports" >magazine. To mark the (US) demise of the Mr2, they have an interesting >and quite detailed article discussing the car's history. The same for the above applies, any chance of someone getting hold of a copy for me or a photostat? Please. ____________________________________________________________ |Reply to: | | | |David Cole david.cole@ukonline.co.uk | |Satellite Times Fax: (0181) 677 8223 | |Radio & Listings Sub-Editor | |23 Mitcham Lane | |Streatham, SW16 6LQ | |____________________________________________________________| ------------------------------ From: uunet!sirius.UVic.CA!fgibbins (Frank Gibbins) Date: Sun, 31 Dec 95 22:49:18 PST Subject: CA emission removal, K&N filters... Hi all, and Happy New Year! Is it possible, or rather feasible to extract the California emmision system on a '86 MR2? If so is there any power gain or efficiency benefit? Someone once told me that the California cars were the least powerful of all due to the additional emmision equipment. Here in Victoria, B.C., we have no laws governing emmisions (sad to say, but I'll still take advantage of the fact that our air is scubbed by the ocean!) so I suppose nobodu could jail me for yanking all the extra stuff out. If it is possible, where does one begin? Secondly, I've read the FAQ and there seems to be a lot of contention surrounding the K&N filters. I saw a bit where someone had done a very controlled test on some vehicles in a quarry and found a large increase in the content of wear metals and silicates (sand/dirt) in the test vehicles' oil as compared to pre K&N oil samples. Has anyone using these filters on the street encounted similar wear? Maybe this is an extreme case due to the environment in which the test was conducted. So what's the real story on street use? Thanks Frank Gibbins, University of Victoria. Victoria, B.C., Canada. BMOC...Biochemists and Microbiologists on Campus Toyota MR2s on the Internet... because on the Information Superhighway, you can drive as fast as you want. Try the MR2 Web Page at http://mr2.com. ------------------------------ From: "A.J. Rystad" Date: Sun, 31 Dec 1995 23:27:49 GMT Subject: Power Antenna for '92T The power antenna on my '92T stopped functioning on 12/28. I pulled out the trunk liner and opened it up. The motor works, but the geared plastic line that is what pulls/pushes the antenna has about 5 inches broke off of the end, which explained why it would go up, but not back down unless I jammed down on the top of the antenna very quickly after turning of the radio. The question is, where can I get a replacement besides Toyota? I know that the factory antenna will cost an arm and a leg and a lung, and a ______. It's only the shaft part that I need, the motor assembly is ok, just 5 inches of plastic broke off of the line, and there is no feasable way of gluing it (coiled line, too much stress). Any suggestions? A.J. Rystad ------------------------------ End of mr2-digest V1 #77