danwatt

Craig, can you chuck some pictures up of the turbo & modified parts you used

please pm me the details. Will see if i can make it

I agree safety check is the way to go, but don't let them do the work unless your cashed up

are the cv boot prices parts only or installed. ?

No this is all I have seen, Im after all the other wires not mentioned in that schematic. Boost sensor, Injectors, Oxygen sensor etc.

Hi guys has anyone got some info on the M35 ECU pinouts for a emanage ultimate install. All I can find are the RPM, AFM, Throttle & knock signals for the SAFC2 install manual. If anyone has the Japanese service manual that would be helpful as we can get it translated

who's doing ecu re-maps anyway ? I would go the re-map

you can reset the ecu by leaving the battery disconnected for 16-24 hours if you dont want drive it that is

I built the bar from a modified magna wagon setup, Was a pretty big job to get adequite fixings on the M35 chassis rails, wheel well & back panel. The entire setup has about 20 grade 8.8 bolts attaching it. This setup is not rated as such but from my background of electrical and structural engineering i know that the bar is not the weakest link. I am more woried anout the ally sub frame, where other have seen cracking. The car needs some air bags for towing the van as it sits pretty low and hopefully I can get these installed before my next trip. Overall it is a good tow car, Very happy with my stag

here's a couple of my stag at Pt Broughton new years day 2009. She towed the 1800kg van with ease 15.8L / 100km and 17.8/100 on the way home with a huge head wind.

Do you have any pctures of the bar from underneath ?

I Got mine done by Jarad Watson of JDS. He is a good bloke and mine was used as the test car. Let him know I put you on to him. http://www.jds-auto-imports.com/ Regards Dan Watt

Any pictures of where they crack ?, Would like to keep an eye out to see if I get any action there. I can imagine that it would be too much of a problem if you weld and reinforce the troubled areas. There is no reason why M35's cant be a good tow vehicle.

No they came after I removed the stock exhaust. I guess boost increased and the turbo didnt like it not to mention that there was also a bolt on the side of the core which holds the bearing pack in place that stops longitudinal movement. This came loose and damaged the seals and it started to smoke, got rid of it and put in a GT3071R.

Yea ive done that more than one occasion. I find my self niow making sure that they are no on. lol Mine developed turbo issues and it can be expensive to fix. Other than that the M35 is a very nice car

Custom Job, No Rating, Solid though and Im happy with it.

Here are some pictures of my towbar on the M35

Here are some photos of the Turbo and also the modification needed to fit the thing. Because the turbo ended up 20mm shorter than the standard one. On the compressor side the pressure pipe needed to be cut and extended to clear the front drive shaft there is only about 5mm clearance around this pipe from the block, engine mount, drive shaft, A/C compressor and oil galleries. A spacer needed to be made to move the air inlet pipe back to its original position with longer bolts and studs. The oil line needed to be replaced and the oil flow rates were measured to get the correct oil volume for the turbo. This took a little while as even with no restriction in the oil line I could only just get the minimum volume (eg. restrictor in the oil galleries). The original water banjo fitting were used with step washers to take the smaller bolts. Overall not the most straight forward operation but worth it in the end as there wasnt all that many mods to get it to fit.

Yea I got my turbo rebuit with GT3071R internals (ball bearing) using the standard housings. The turbo is heaps better. A little more lag about 300 rpm but heaps more mid range and top end power, pulles hard all the way to red line. The turbo is still setup as stock with a 2.5 in system and is running 14 psi with no boost controller or anything. The problem with this setup is that the turbo is actually 20mm shorter and I had to modify the factory cast pipes to fit (worth it though). Got pics if anyone is interested

Although the turbo might look similar they are actually far from identical. neither of the housings are the same so you wont be able to bolt any of the compressor side factory cast fittings to it. Even the exhaust housing is different. Ive been down this path and its not worth the hassle. Ive got some good pictures of the vq25 turbo if you want to compare things.

Although the turbo might look similar they are actually far from identical. neither of the housings are the same so you wont be able to bolt any of the compressor side factory cast fittings to it. Even the exhaust housing is different. Ive been down this path and its not worth the hassle.

Well unfortunately I cant make it on the 23rd will be in Tasmania for a wedding. Looking forward 2 a cruise now that I have a new turbo for the Stag . You dont want to make it for the following weekend ?.

We the oild feed supply continues, I have performed several oil flow tests to get the desired flow rate of 1.8L per minute but the most I can get is about 900 ml per minute. I checked that there was agequite pressure there at idle and the was about 85 psi. The next step is to see if the oil feed off the block will actually flow the desired amount without any restriction. Hopefully this will prove that it is possible if not I will have to get supply from the oil pressure switch which is on the other side of the block.

No not really, you need the actual spec. From the pictures you have in your post it doesnt look like the same core as mine. My turbo was converted to a Garrett GT30/71R (ball bearing) using the existing the exhaust and Compressor housings machining them to fit the new components. This has now reduced the physical length of the turbo. The other problem I have at the moment is getting adequate oil flow to the turbo at idle. I am measuring approximately 0.9L per minute with a 3.5mm restricted banjo on the turbo and I am looking for at minimum 1.5L per min. So I have to do a couple more tests to see what the feed tube oil pressures are as well as the maximum oilflow streight out of the block before I can put it all back together.

Do you know what spec turbo they built for you ? Was it a Garrett ball bearing unit ? Mine ended up 20mm shorther and I had to modify the cast outlet tube to get it clear of the front drive shaft.