Recent content by daniel_g

Not the OEM LSD box. If you look at yours you'll see the bell housing is different to accommodate the LSD.

Probably best to email them or ask other sellers. I wouldn't have thought it would make much difference. Maybe the size is too small. Which exact Garrett do you have?

The bell housing section on the gearbox can be swapped. N/a box pictured.

Tial do their own turbine housings so that is what you have. You should be able to get a turbo blanket to fit.

Thats the wrong mount or bracket on that. Millions of washers to make up the spacing difference. I'm certain the gears and syncros are the same regardless. All these parts are getting difficult to source now.

The non OEM LSD C52 gearbox does not have the bolt holes to mount the LSD. You can fit a Quaife or any other aftermarket LSD into a regular C52. I don't believe there is much crossover in compatibility with the OEM type LSD. And just to note the rear gearbox mount, bracket and driveshaft are...

I've only got a spare gearset, which is a from a C52 GT box. If anything else were to break, well it isn't worth thinking about. There are places that can make components. Like the half shafts. Its tempting to buy that white EP85 on ebay. Its been up for a few months.

Very hard to find. You might be able to get one on Japan Yahoo auctions or similar site. The gearbox code is C50F. I've been looking for spares in the UK for over 10 years and none have came up for sale. Without buying the full car.

If it will only go into gear with the engine off then that is clutch clearance related. Easiest is to bleed the clutch fluid again. Also seen clutch forks pop off. If you can spin the engine by hand does it make a noise?

Is the clutch plate in the right way? As for the earth cables, they are like shoe strings on starlets. Best option is to replace them all to future proof against various electrical faults, non starts etc.

I wasted so much on TDs and VFs over the years. It might work out fine with the VF28, you sould get over 300 with that. Keep an eye out every October for the WEPR sale. And those Pulsar turbos are around 700, bit less on a black Friday sale. Your kit might be worth selling at some point.

Can't see why that wouldn't work. The Garretts or Pulsar copies can come with a T25 flanged housing. Its a bit older now most are V band. You would still have the problem of the downpipe needing made or adjusted to suit the turbing housing outlet flange. Which is normally 3" V band.

The pistons and conrods are different. Some of the crankshafts are the same as the FTE some are not. With the 4EFE being from a Toyota Corsa, this might be an early JDM engine. It really is easy, you sound like you know what you are doing.

Here is a cyclinder head that I had modified for head studs fitment. You need some area buffed away with a dremel to allow room for the nut and also the socket to torque the nut. I would insit that this be carried out. The ARP studs do offer a greater clamping force.

4e / 5e will physically fit, but the dome is higher than fte pistons so compression ratio would increase. I have 5efhe pistons somewhere. The dome is shorter than the 4e / 5e but higher than the fte so compression would still increase. People used to shave them flat for turbo applications.