TrueStreet

So this is exactly how our dish design is. I don't see how it's so difficult that a company couldn't make low compression pistons.

Hoovey689

iTrader: (16)

Business case, R&D, time, money.. etc

JDKane527

iTrader: (10)

There's a long list of ppl who say they will buy. But who will actually buy, very few.

Gville350

iTrader: (10)

So is that the 250 or 350 piston and is it the "redesigned" one for the 250s that have bad carbon build-up? Interesting baseball field shaped quench area.

knguyenk

I'd like to know the same like Gville350.

TrueStreet

It's a new one for the 250, the mechanics were actually rebuilding the engine and replaced the pistons. And the problem the 250's have with carbon build up is at the valves since they only have DI (D4) where the 350's have DI and port injection (D4-S) which the port injection clean the valves from carbon build up.

TrueStreet

I think it's more that a company doesn't think anyone wants one, I'm just making the case that people said "toyota's design is so different no one can make a low compressions piston" But obviously it's not true. If Lexus had a DI Turbo stock I think companies would make lower compression pistons.

Gville350

iTrader: (10)

I still don't understand why everyone is so afraid of a high-compression boosted car? Yes, less more for error; but the advantages are amazing! I guess only time will tell. It will be years down the road I'm sure; but some day someone will manage something ingenious having to do with the ECM and boosted these things!

I wonder just how "bulletproof" these V6s might actually be? Wet dreams of a variable-vein twin turbo setup...mmmmmmmmmm!

TrueStreet

Yea, I think it's party because not much is available in aftermarket direct injectors and stand alone engine managements. And possibly an upgraded mechanical pump when going larger DIs. But I think Toyota's D4-S setup is really awesome setup for boost. So many people who build turbo kits would love the ability to map two sets of injectors.

slideland

You are all forgetting every is250 & 350 have two types of Pistons a and b style. Thats why no one wants to make em. Every motor has a different style and different amount of each piston

knguyenk

That makes sense, including the R&D costs that someone else noted earlier.

slideland

NOTICE THE "A" STAMP ON THE PISTON...

NOT A "B" TYPE PISTON

toyota went with a different route of making these new motors... they are one big square carved into a block... instead of good old molds..

TrueStreet

slideland, a lot of aftermarket pistons are CNC, I thought most pistons are CNC'd?

I think everyone seriously is just "thinking" it's super complicated, it's not, Toyota isn't doing anything so different that you can't modify it.

I'm 110% sure it's because most companies don't think people are going to modify IS250/IS350 much since most people just go "why? go buy a IS-F" which is a valid point, but yea. But you know, IS's are starting to show up relatively affordable, making it a good platform to mod. Already companies are making stuff for the FR-S/BRZ since they know people will mod the crap out of it.

AND 4U-GSE uses same D4-S system that is on the 2GR-FSE, using the same piston design. Guess what? There are already aftermarket lower CR pistons on the way.

CP's piston (they already have 10:1 and 9:1 on the market)



JE's piston

slideland

Thats not all the way true. They make mostly one style piston for motors. Im saying that Because toyota made a block that takes two style piston because the way the block is shaped. And everyblock has a different amount of any style piston. Thats where the issue lies! They could have 4k of each piston and then sell out of all but 1 k "a" piston and now they are stuck with just 1000 "a" pistons and Not the "b" pistons. Its not a smart business for a non promising market.

slideland

and by the way Toyota does not use multi point fuel injection on Is 250. or I would not be grinding the valveS for warranty on these motor campaigns