Got My Turbo, Now Shopping Out The Rest...
10-31-12, 06:20 AM
#62
OP: Still havent done a thoro search have you? Share the specs on the hardware, placement of the turbo, etc. if you want any kind of insightful information from the handful of people that know the 2nd GEN IS.
I respect what youre doing, doesnt matter what others "think" its your car, time and $.
Point is without proper knowledge of this platform and hours of data logging you will NOT safely manage your motor and you will NOT make the HP your shooting for.
I respect what youre doing, doesnt matter what others "think" its your car, time and $.
Point is without proper knowledge of this platform and hours of data logging you will NOT safely manage your motor and you will NOT make the HP your shooting for.
10-31-12, 11:27 AM
#63
Well of course...but what I meant was 6psi on a smaller T25 turbo on a sepcific motor might net 20 whp while 6psi on a larger more efficient BB turbo (BB 6262 for example) might net you 60. The differences between both are quite clear that there are other factors at play that you'll need to make sure the motor/setup is up to the task to withstand.
10-31-12, 12:15 PM
#65
Lexus Test Driver
you might consider reading this white paper on the 2GR-FSE. It does a very thorough job of outlining the importance of the direct injection combined with the regular port injection. It also speaks of the design of the injector spray nozzle itself and how it combines with the shape of the piston to get a more homogeneous a/f mixture than port injection when utilizing both injection methods.
http://www.scribd.com/doc/75062860/T...I-Engine-Paper
I feel that you'll have a much better chance at squeezing out all of the ponies by understanding exactly how they system operates under normal conditions. Its quite technically complicated, with an ever adjusting amount of Direct Injection depending on a host of variables. It also explains why pure direct injection (or over utilizing the injector drivers) could be devasting to the injectors and perhaps the engine itself. They apparently begin to fail past injector nozzle temps of 150 degrees celcius, which should be well north of 948cc/min @12MPa.
http://www.scribd.com/doc/75062860/T...I-Engine-Paper
I feel that you'll have a much better chance at squeezing out all of the ponies by understanding exactly how they system operates under normal conditions. Its quite technically complicated, with an ever adjusting amount of Direct Injection depending on a host of variables. It also explains why pure direct injection (or over utilizing the injector drivers) could be devasting to the injectors and perhaps the engine itself. They apparently begin to fail past injector nozzle temps of 150 degrees celcius, which should be well north of 948cc/min @12MPa.
10-31-12, 12:34 PM
#66
you might consider reading this white paper on the 2GR-FSE. It does a very thorough job of outlining the importance of the direct injection combined with the regular port injection. It also speaks of the design of the injector spray nozzle itself and how it combines with the shape of the piston to get a more homogeneous a/f mixture than port injection when utilizing both injection methods.
http://www.scribd.com/doc/75062860/T...I-Engine-Paper
I feel that you'll have a much better chance at squeezing out all of the ponies by understanding exactly how they system operates under normal conditions. Its quite technically complicated, with an ever adjusting amount of Direct Injection depending on a host of variables. It also explains why pure direct injection (or over utilizing the injector drivers) could be devasting to the injectors and perhaps the engine itself. They apparently begin to fail past injector nozzle temps of 150 degrees celcius, which should be well north of 948cc/min @12MPa.
http://www.scribd.com/doc/75062860/T...I-Engine-Paper
I feel that you'll have a much better chance at squeezing out all of the ponies by understanding exactly how they system operates under normal conditions. Its quite technically complicated, with an ever adjusting amount of Direct Injection depending on a host of variables. It also explains why pure direct injection (or over utilizing the injector drivers) could be devasting to the injectors and perhaps the engine itself. They apparently begin to fail past injector nozzle temps of 150 degrees celcius, which should be well north of 948cc/min @12MPa.
that's great info.
Except the OP owns a 250, not a 350. So he's not using a 2GR-FSE engine.
11-14-12, 11:32 PM
#71
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Aeromotive put in a call to Split Second this morning to order my piggyback system and the controller for the additional injectors.
This is a rear mount setup. We will have it up on a lift soon to take measurements.
I'm thinking late December. Taking my time to gather materials and research and do this the right way. Also scouring the Internet to find a Blitz R-VIT DS.
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