IS200t tune
01-29-18, 07:51 PM
#2566
Ya a Fund me page would be great
Yeah bro not questioning your integrity or anything with that post just throwing out possibility that it's not the most accurate representation. I have no doubt that your car feels really good right now.
BTW any 16 owners notice if they can in stock tune not reach 15-16PSI unless in sport? My 17 only gets 14PSI max in normal driving mode but 16 PSI in sport. Now if I put the car in dyno mode its a whole different animal.
BTW any 16 owners notice if they can in stock tune not reach 15-16PSI unless in sport? My 17 only gets 14PSI max in normal driving mode but 16 PSI in sport. Now if I put the car in dyno mode its a whole different animal.
I know your not questioning my integrity and I can see from your post that you are just seeking information sharing and knowledge like me
and I appreciate that
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Sheddy (01-30-18)
01-29-18, 08:02 PM
#2567
Let’s talk about the K03 “holding” 20PSI.
Here is a 18PSI tune.
Now direct you attention to the last 1000 RPM where it is below 18 PSI. Also note the boost pressure is lower than our car at 6000RPMs. There is more to making power than boost, bore, stroke and compression ratio. The K03 is running out of steam in this graph too.
Last edited by IS200TFOWL; 01-29-18 at 08:08 PM.
01-29-18, 08:38 PM
#2568
Pole Position
That mustang is probably bumped +10 all around on a dynojet. Most of us quote dynojet. (Which maybe the same case with tti’s dyno) Also everything has to do with your boost, bore/stroke and more importantly compression. Compression is a direct relation to the power your car will produce. For example the Focus st has a lower compression ratio, with a lower compression engine vs a high compression engine if both vehicles ran the exact same 18psi then the higher compression motor will produce more hp/tq than the lower compression engine. In other words the St (9.3) c/r has to run 20 psi while the 8AR (10.1) only has to do 18psi to put down the same poweRR. Also Im talking strickly full bolt on, idk if your focus st dyno is fbo. There are a lot of variables involved
There is so much more to making power than boost pressure, bore, stroke and CR. Their is AFR, valve timing, fixed cam duration, ignition timing, knock tables, tip in and a multitude of other things that go into tuning a motor. Not to mention this motor being even more complex housing a D4S fuel injection system.
On your Lexus is NA statement. Yes in the states the cars we know as Lexus have been all NA. Outside of the states however their have been many turbo cars. Hell the 2GIS has a turbo diesel in Europe.
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01-29-18, 09:33 PM
#2569
The quoted dyno was to show you the boost drop off. YOU claim this turbo the K03 can HOLD 20PSI. It can’t even hold 16 PSI through its full RPM range. Good attempt at dodging.
There is so much more to making power than boost pressure, bore, stroke and CR. Their is AFR, valve timing, fixed cam duration, ignition timing, knock tables, tip in and a multitude of other things that go into tuning a motor. Not to mention this motor being even more complex housing a D4S fuel injection system.
On your Lexus is NA statement. Yes in the states the cars we know as Lexus have been all NA. Outside of the states however their have been many turbo cars. Hell the 2GIS has a turbo diesel in Europe.
look boost will always drop with a turbo our size expecially in the 6.5-8k rpm range. Thank god we have an 8 speed. Which is perfect for stayin within the optimal torque range. We have no reason to go as high as 7k rpm. I don’t wanna list the dozen different things needing tuning. If the k03 can hit 18psi on the high end till 6k then the 8AR turbo also can. technically the 8AR turbo is slightly bigger than the K03. The ST/fbo at 18 psi makes about 275whp @6k. The 200t/fbo at 18psi should make 295-300. Simply because the we have a high compression engine and the ST doesn’t. Compression ratio has a lot more influence than you think. Your internals and how they’re positioned and setup determines c/r. Compression relates to the pistons position in the cylinder and the volume of the cylinder between the lowest position of the piston and the head(valves). In other words it’s craming the same amount of air and fuel into a much smaller space. That’s why high compression t/c engines can blow pretty quick if it’s not forged. Oh and the dozen other things that need be tuned helps too. You can’t compare vvti tuning, ignition, cam tuning to an engines compression ratio. It’s completely different
Last edited by IS200TFOWL; 01-30-18 at 12:32 AM.
01-29-18, 09:38 PM
#2570
This was just an example. I wasn’t claiming the k03 could hold 20psi. I could have used 16psi and 18psi instead of 18/20.
01-29-18, 09:57 PM
#2571
We don’t need a 7-8k redline. I feel like you’re getting a little personal... Like I said it’s nothing personal. Atleast a few members got some good info
01-30-18, 04:58 AM
#2572
Pole Position
look boost will always drop with a turbo our size expecially in the 6.5-8k rpm range. Thank god we have an 8 speed. Which is perfect for stayin within the optimal torque range. We have no reason to go as high as 7k rpm. I don’t wanna list the dozen different things needing tuning. If the k03 can hit 18psi on the high end till 6k then the 8AR turbo also can. technically the 8AR turbo is slightly bigger than the K03. The ST/fbo at 18 psi makes about 275whp @6k. The 200t/fbo at 18psi should make 295-300. Simply because the we have a high compression engine and the ST doesn’t. Compression ratio has a lot more influence than you think. Your internals and how they’re positioned and setup determines c/r. Compression relates to the pistons position in the cylinder and the volume of the cylinder between the lowest position of the piston and the head(valves). In other words it’s craming the same amount of air and fuel into a much smaller space. That’s why high compression t/c engines can blow pretty quick if it’s not forged. Oh and the dozen other things that need be tuned helps too. You can’t compare vvti tuning, ignition, cam tuning to an engines compression ratio. It’s completely different
Okay I'm going to stop you there and remind you of what YOU have posted :
Now for more on your post. High compression is a double edged sword here and likely WHY the HP difference there between tuned 200t's and RS's. the RS can use more aggressive ignition timing at the higher RPM's than we can where as the higher compression motor. However our engine can make ~ 300ft/lb at 19PSI where as they are only making 270. That is due to the compression, but the lower compression lets them carry that lower torque curve longer making their peak HP number better.
You keep claiming the 8AR turbo is bigger than the K03 however one thing that you keep forgetting that plays a big part in the dynamics of a turbo is trim. Here is an example:
This is a Garrett GT2860R and it is the same size in all 4 flow graphs just different trims.
Where are you pulling 6-7K redline from???? The ST has a 6200RPM redline stock like we do. Tuners have been extending the redline for no reason because no power is made there.
Last edited by loophole35; 01-30-18 at 05:22 AM.
01-30-18, 06:10 AM
#2573
Lexus Champion
Thread Starter
01-30-18, 06:18 AM
#2574
...from my end at this point am only up for constructive discussion and valid educated arguments.and I formally apologize if I have bothered anyone in the past
hand in hand lets boost together for more power
Last edited by Nuke; 01-30-18 at 07:44 AM.
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01-30-18, 06:50 AM
#2576
Lexus Champion
Thread Starter
Post by slimjim8201 » 06 Mar 2008, 00:46
The turbocharger is too small. It cannot move enough air to create much more power than you are already making.
Boost pressure is merely a byproduct of forcing air into the engine. The engine acts like a big restriction in a pipe, the more fluid you force through it, the higher the pressure differential. The engine is becomes less restrictive as the speed rises. If you push the same amount of air through a restriction and gradually reduce the degree of restriction, the pressure differential will decrease as well. This is what you are seeing with your boost pressure response.
The factory engine designed to provide low-medium turbocharging with quick spool characteristics. This turbocharger is perfectly sized to provide the best response for this engine at about 180+ HP. Boost pressure is limited to about 12 psi throughout the rev range to provide an even torque curve, good fuel economy, and component longevity. By allowing the turbo to move the maximum amount of air possible at all engine speeds, you end up with a boost pressure profile (and torque curve) like you have now. You have essentially maximized the performance everywhere for this specific turbo/engine combination. While your peak HP hasn't jumped significantly, the overall area under your torque curve certainly has.
Please don't roast me, but i've said this before as well and still do believe so.
Now there are other factors (other than boost) that would allow us to make more power so that's where we need help.
I am not sure maybe Tony from TTI can give some information about this.
Last edited by Sheddy; 01-30-18 at 06:53 AM.
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loophole35 (01-30-18)
01-30-18, 09:42 AM
#2578
01-30-18, 10:33 AM
#2579
Lexus Champion
Thread Starter
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PATCHEZ (02-05-18)
01-30-18, 03:18 PM
#2580
Okay I'm going to stop you there and remind you of what YOU have posted :
This dyno shows the K03 not HOLDING even 18 PSI past 5200RPMs
Now for more on your post. High compression is a double edged sword here and likely WHY the HP difference there between tuned 200t's and RS's. the RS can use more aggressive ignition timing at the higher RPM's than we can where as the higher compression motor. However our engine can make ~ 300ft/lb at 19PSI where as they are only making 270. That is due to the compression, but the lower compression lets them carry that lower torque curve longer making their peak HP number better.
You keep claiming the 8AR turbo is bigger than the K03 however one thing that you keep forgetting that plays a big part in the dynamics of a turbo is trim. Here is an example:
This is a Garrett GT2860R and it is the same size in all 4 flow graphs just different trims.
Again look at YOUR own post above.Again you are dodging and honestly you look like your just trying to be argumentative.
Where are you pulling 6-7K redline from???? The ST has a 6200RPM redline stock like we do. Tuners have been extending the redline for no reason because no power is made there.
That is because a diesel rarely revs past 5K. Remember horsepower is a fake number determined by torque and always crosses over at 5,250RPM.
This discussion is more than I wanted but that’s fine. I wouldn’t take it as an argument, we’ve had enough of that in here. My bad if I said the ST holds 20psi, ignore that. There’s no way the 8Ar stock turbo will hold 20psi, 18 should be the max. TtI and OV offer raised rev limiters, I was saying it wouldn’t be worth it raising it to 7k.
Besides the fact, the most the focus ST fbo/e50 turbo can hold is about 18psi. Like I said your focus ST dyno might not be an Apple to apple comparison, only fbo and it might not be fully tuned. Bolt ons can allow your car to boost more than not. The ST should hold 18psi, I’m quoting fbo/e50 etc. I have a personal friend within the local ST club and that’s the information he gave me.
Last edited by IS200TFOWL; 01-30-18 at 04:00 PM.