PRY4SNO wrote:For now I'd trim the hose end that fits on the IC, until it doesn't kink. Enjoy the car first, before you get into modding it much more!
PRY4SNO wrote:I had Koni Yellows on stock springs when I bought my black Cq, drove it like that for years with no issues.
Time for a photoshoot and some vids!
Oh, congrats on the first drive
pilihp2 wrote:That is a LARGE fuel tank. I thought my 18.5 gallons for my 5000 was big.
lorge1989 wrote:I love seeing more 1.8T swap stuff. Are you still going to try to get the DBW throttle to work with the VEMS?
ps you should buy this:
http://www.theprojectpad.com/viewtopic.php?f=7&t=1275
PRY4SNO wrote:Do you have VAP mount savers of any kind? That might be handy going forward...
PRY4SNO wrote:That's the MS2, with rings that don't deform under load and take up the gap.
I have MS1, which are thick shims of a sort.
You could make your own, really, out of large washers and some rubber. I have a friend who's done so and never had an issue. If you like I could get some pics for you.
Now here's something interesting that has come out of our research on the LS2 coil conversions.
The popular 3wire to 4 wire Bosch coil conversion with the ICM delete now looks like a really BAD idea.
No one bothered to check the dwell tables when this mod was made years back. If you swap in the later coils ( 4 wire ) with ICM delete...you are now running with an ECU ( ME5 ) that supplies significantly LOWER dwell figures than what the later 4 wire coils were designed for ( with ME7 ECU ). The result is going to be a less powerful spark than with the early AEB coils.
The AEB coils have always looked like a decent design to me. They are BEEFY. Much bigger than even the LS2 coils. The alleged poor reliability of the ICM has been addressed before. Keeping the factory air-boxsystem with it's integral Heat Sink cooledby airflow is a must. CAI systems that eliminate the factory's cooling method for the ICM is a very bad idea. The heat sink thermal compoundshould be renewed every 5 years.
My car went 220,000 km on the original ICM ( other owners at Audizine etc, report similar findings ). The 220,000 km old AEB coils could still fire worn out NGKplugsat an eroded .035" gap and at 18+ lbs of boost. Now that does not seem like a weak coil design or ICM to me.
Mind you, the AEB coils are not cheap...if and when they fail.
I should also note that I live in a fairly cool climate ( Pacific Northwest ). Hotter climates may take more of a toll on the ICM. FWIT.
lorge1989 wrote:From Vortex:Now here's something interesting that has come out of our research on the LS2 coil conversions.
The popular 3wire to 4 wire Bosch coil conversion with the ICM delete now looks like a really BAD idea.
No one bothered to check the dwell tables when this mod was made years back. If you swap in the later coils ( 4 wire ) with ICM delete...you are now running with an ECU ( ME5 ) that supplies significantly LOWER dwell figures than what the later 4 wire coils were designed for ( with ME7 ECU ). The result is going to be a less powerful spark than with the early AEB coils.
The AEB coils have always looked like a decent design to me. They are BEEFY. Much bigger than even the LS2 coils. The alleged poor reliability of the ICM has been addressed before. Keeping the factory air-boxsystem with it's integral Heat Sink cooledby airflow is a must. CAI systems that eliminate the factory's cooling method for the ICM is a very bad idea. The heat sink thermal compoundshould be renewed every 5 years.
My car went 220,000 km on the original ICM ( other owners at Audizine etc, report similar findings ). The 220,000 km old AEB coils could still fire worn out NGKplugsat an eroded .035" gap and at 18+ lbs of boost. Now that does not seem like a weak coil design or ICM to me.
Mind you, the AEB coils are not cheap...if and when they fail.
I should also note that I live in a fairly cool climate ( Pacific Northwest ). Hotter climates may take more of a toll on the ICM. FWIT.
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