I dont care to make huge power anymore, but if he can make 280whp on a larger turbo, why wouldnt i be able to make 220-230 on a smaller turbo? HP is gas no matter how you look at it. I think he is 1 of about 5 people on here trying and experimenting with new things. Can someone aslo clarify something.i thought injectors went static(stuck open) past about 93psi of fuel pressure give or take? How is andy able to run 120psi.Īndy definitely should be congradualted on what he's done. AS far as the 330's.i understand 230-250 is a reach on this turbo on pump gas. With enough fuel pressure and running your turbo at the very tip of it's map, yes. Your original question was basically can you get 230-250whp with the 330 injectors on a stock 1.6 and assuming pump gas. Which makes it a GT2560, the same basic turbo FM uses. Your turbo is marketed as a "Big28" but uses a t25 comp and turbine. Most of us are happy with no or a small turbo. net didn't buy a Miata because it can be transformed into a good drag car. I think guys like Andy should be applauded for their creativity. Again, if any SoCal members want to check it out, just hit me up.Actually a built motor overcomes the "physics" of limited airflow through a stock engine pretty well
I was going to pick up the kit today but got tied up, so maybe a week or two from now. When I got into cars a long time ago, non-ems turbo kits costed a looooot more. I'm still blown away at the price of the hardware. Some platforms or situations do have the effective "cheap" band-aid fix, but more often than not, the phrase "cheap, fast, reliable- pick two" is the law of the land. Go semi cheap and you may get o2 scewing, but its not tuning friendly/intuitive (using two or three products at once, having to reset the OE ECU after each tune change etc), and is still MAF based (have to stay small with the primary injectors, PITA larger injector tuning).ĭo it right and you have an easy to tune, easy to data log, easy to keep consistent setup that can support power to the 5vz's OE internal's limit. Go very cheap and you will get a system that can tune open loop only, and only fuel, not timing, and will be hard to tune at that (MAF based)= power spikes, dips, damage, carbon build up etc. This will be a big case of "you get what you pay for". Its that, or ditch working with the OE ECU at all and go standalone. I believe there are variants of the MAP ECU that can do this, the AEM FIC, and URD Split Second products as far as piggies go. You are looking at piggies that can scew the o2 signal.
IMO odds are just like with the TRD S/C, there will be partial throttle closed loop boost with this kit, and therefore your typical AFC, SAFCII, Emanage blue, Emanage Ultimate will not cut it with this kit. This trait is what gave Gadget/ URD such dominance and success in this demographic with their piggies that scew the o2 signal.
The OE ECU seems to LOVE staying in closed loop more so than other ECUs I have tuned. I don't know the spool on this kit yet, so its hard to tell if this kit + Toyota ECU would play nice with piggyback units that have not played nice with the TRD S/C setup. 5vz guys tune via audible ping, so many other setups would ruin the motor when you get to that point lol. On so many forums of so many other cars, no way in hell would a non-fuel managed forced induction system have so little "I blew up my motor" threads as the 5vz TRD setup. The ping from the less dense TRD S/C air is not as dramatic/powerful as the cooler denser charge of the same relative psi rating of turbo air and b) the 5vz is tuff plain and simple- plenty of guys running the TRD S/C not seeing the power level they could if they ran the engine more optimally. The TRD S/C guys not running management have been lucky for IMO a combination of reasons. As blackdawg pointed out, running 8 psi of TRD S/C air is not the same as 8 psi of intercooled turbo air.
0 kommentar(er)
