look, flat torque curve on a 1JZ. What a coinsidence
#2
Originally Posted by got_trd
For whoever was arguing that the 1jz's torque curve wasnt flat/better than the 2jz here is some proof. Thank you
nice curve. That A/F looks great too. Looks like the tuners really did the job well
any idea what they used to tune the car?
#4
# 1.5jz (2jzgte block with 1jzgte head now 3ltr)
# TO4R Turbo with reduced housings for fast spool up
hotside is T4, cold side is a 79mm wheel
# Malpassi Fuel Pressure regulator
# Bosche 750hp in tank fuel pump with 2 bosche externals feeding a 3litre/.8gallon fuel surge tank into a twin fed modified factory fuel rail
# SAFC2
# 550cc injectors
# Nitto 45mm external wastegate venting to atmosphere
# Custom exhaust manifold
# 650x290x79/25x11x3 intercooler
# 2 1/2in intercooler hardpipes
# 4" mandrel bend exhaust to frontpipe then 3 1/2" straight through
# Gizzmo Fuel Cut Defencer
# HKS Speed Cut Defencer
# HKS SSQ BOV
# Blitz Dual Stage EBC
The dyno sheet was with the 1jz bottom end
# TO4R Turbo with reduced housings for fast spool up
hotside is T4, cold side is a 79mm wheel
# Malpassi Fuel Pressure regulator
# Bosche 750hp in tank fuel pump with 2 bosche externals feeding a 3litre/.8gallon fuel surge tank into a twin fed modified factory fuel rail
# SAFC2
# 550cc injectors
# Nitto 45mm external wastegate venting to atmosphere
# Custom exhaust manifold
# 650x290x79/25x11x3 intercooler
# 2 1/2in intercooler hardpipes
# 4" mandrel bend exhaust to frontpipe then 3 1/2" straight through
# Gizzmo Fuel Cut Defencer
# HKS Speed Cut Defencer
# HKS SSQ BOV
# Blitz Dual Stage EBC
The dyno sheet was with the 1jz bottom end
#6
Originally Posted by got_trd
# 1.5jz (2jzgte block with 1jzgte head now 3ltr)
# TO4R Turbo with reduced housings for fast spool up
hotside is T4, cold side is a 79mm wheel
# Malpassi Fuel Pressure regulator
# Bosche 750hp in tank fuel pump with 2 bosche externals feeding a 3litre/.8gallon fuel surge tank into a twin fed modified factory fuel rail
# SAFC2
# 550cc injectors
# Nitto 45mm external wastegate venting to atmosphere
# Custom exhaust manifold
# 650x290x79/25x11x3 intercooler
# 2 1/2in intercooler hardpipes
# 4" mandrel bend exhaust to frontpipe then 3 1/2" straight through
# Gizzmo Fuel Cut Defencer
# HKS Speed Cut Defencer
# HKS SSQ BOV
# Blitz Dual Stage EBC
The dyno sheet was with the 1jz bottom end
# TO4R Turbo with reduced housings for fast spool up
hotside is T4, cold side is a 79mm wheel
# Malpassi Fuel Pressure regulator
# Bosche 750hp in tank fuel pump with 2 bosche externals feeding a 3litre/.8gallon fuel surge tank into a twin fed modified factory fuel rail
# SAFC2
# 550cc injectors
# Nitto 45mm external wastegate venting to atmosphere
# Custom exhaust manifold
# 650x290x79/25x11x3 intercooler
# 2 1/2in intercooler hardpipes
# 4" mandrel bend exhaust to frontpipe then 3 1/2" straight through
# Gizzmo Fuel Cut Defencer
# HKS Speed Cut Defencer
# HKS SSQ BOV
# Blitz Dual Stage EBC
The dyno sheet was with the 1jz bottom end
#7
Originally Posted by got_trd
For whoever was arguing that the 1jz's torque curve wasnt flat/better than the 2jz here is some proof. Thank you
Originally Posted by mteele
Now I have a list to go off of
Originally Posted by got_trd
#TO4R Turbo with reduced housings for fast spool up
hotside is T4, cold side is a 79mm wheel
hotside is T4, cold side is a 79mm wheel
Last edited by CP_Ree; 04-16-05 at 12:01 AM.
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#9
Originally Posted by guessd
Ok... I know the intent of this post was to prove me wrong..... BUT first off, maybe you should look at all the factors of the graph a little closer. Can you say...... Boost creep? And just an FYI, boost creep = flat tq curve. To that I say..... Thank You and have a nice day.
stock 1jzs have a pretty flat torque curve...
torque curve isnt just boost creep (although the gimpy DSM setups can be generalized as such since the owners don't run external wastegate setups on the "big" turbos that they run)
torque flat-ness has a lot to do with tuning and motor design... since the DSM motors you "humbly" refer to don't make any power until 5k rpms... well then YES that is a much flatter torque curve than your typical 400whp DSM... and you can attempt to argue that fact all you want, but you'd be wrong...
I have NEVER seen a 400whp DSM with that kind of curve(its a damn plateau!)... (i know you think its boost creep, but this guy is running an external and doesnt have to worry about it)
defintely not a T04R making that little bit of power... unless its not running **** for boost
T04S as the compressor housing and maybe a regular 57-60mm wheel underneath? yeah I would believe that
#10
Originally Posted by Bean
I have NEVER seen a 400whp DSM with that kind of curve(its a damn plateau!)... (i know you think its boost creep, but this guy is running an external and doesnt have to worry about it)
I don't think it's boost creep on this dyno sheet, it is. If you look at the chart, you can see the boost creep as the speed is accelerating. I don't know why it would creep with a 45mm external, but who knows.
Originally Posted by Bean
(although the gimpy DSM setups can be generalized as such since the owners don't run external wastegate setups on the "big" turbos that they run).....torque flat-ness has a lot to do with tuning and motor design... since the DSM motors you "humbly" refer to don't make any power until 5k rpms... well then YES that is a much flatter torque curve than your typical 400whp DSM... and you can attempt to argue that fact all you want, but you'd be wrong...
As for a DSM not making power 'til 5k rpms, it's all about turbo sizing as I know you already know Bean. Many 400 whp DSMs make plenty of power before 5k rpm. I could post my boost creeping 12-15 psi dyno sheet and claim how great my 2.4L DSM motor was at keeping tq steady and was still making more power, but we already know it's just creep causing the curve, so it wouldn't matter.
I don' t know if you were referring to me when speaking about wastegates, but I wasn' t running an internal gate on my 67mm. It was a Innovative 42mm Progate with a 1 bar spring turned out all the way with the top nut taken out to try and run as low of boost as possible (because that's where we started tuning) and had the timing map a little retarded which led for it to creep.
Originally Posted by mteele
......your SC's suspension is still messed up!!!
All I could think of as a comeback at 5am lol
All I could think of as a comeback at 5am lol
Last edited by CP_Ree; 04-16-05 at 08:02 AM.
#11
Originally Posted by guessd
Ok... I know the intent of this post was to prove me wrong..... BUT first off, maybe you should look at all the factors of the graph a little closer. Can you say...... Boost creep? And just an FYI, boost creep = flat tq curve. To that I say..... Thank You and have a nice day.
A flat torque curve is a flat torque curve is a flat torque curve...
Boost creep= flat torque curve???
So how come every wants to avoid boost creep? Because they dont like torque? wtf?
DSM's are nothing like Toyota's....
Call finishline motorsports and ask them what their 1JZ is putting out, and what the highest HP is that they have seen on a 1JZ.. Here is a hint: Over 1000rwhp, close to 1,500rwhp.. stock bottom end
BTW, that dyno sheet was with 440cc injectors... and 304kW= 413whp
Last edited by got_trd; 04-16-05 at 09:31 AM.
#12
Originally Posted by got_trd
A flat torque curve is a flat torque curve is a flat torque curve...
Boost creep= flat torque curve???
BTW, that dyno sheet was with 440cc injectors... and 304kW= 413whp
Boost creep= flat torque curve???
BTW, that dyno sheet was with 440cc injectors... and 304kW= 413whp
Wow... such a great tq curve these G4CS 2.4L dsm motors make .
Sorry, I'm not trying to compare the motors or be an a$s, but I'm trying to make a point which you don't seem to understand.
Last edited by CP_Ree; 04-16-05 at 10:15 AM.
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