Our modded turbo could probably peak 26psi but that’s not what I’m saying it ain’t staying in the 24s on the top end. Usually you need to turbo swap if you wanna run that kinda boost over 5k rpm. Bare in mind our compressor blade might look big but the compressor turbo itself is still relatively small, atleast the exhaust manifold turbo side looks beefy. It appears as if trd upgraded the tg20 by swapping the compressor side of the turbo, increaseing it’s size while leaving the exhaust manifold side stock.

Id be willing to run with 220whp stock @ +17% crank, could have been perfect weather conditions and not heat soaked with a ton of fans. Those numbers where confirmed being stock and they’re is no such thing as a unicorn, I guarantee I’m putting down just as much as sheddy if not more.

Im sure rrracing is still using the stock injectors however they have two more injectors and two more cylinders. Also the supercharger isnt making much more than 400whp. They could probably enlighten us on the injector size if we asked though

No our hot side looks big but the measurements TTi took show it to be smaller than a GT28 turbine. The turbo spools easy but eventually the hot side will become a bottleneck. You need to balance the two sides for a good all-around turbo. If we increase the hot side to make boost longer the boost will come on later. Of course there are tricks to get around this but they decrease reliability.

Im specifically talking about the compressor side of the turbo itself excluding the turbine inducer/exducer blades. Yes you absolutely need both sides to be balanced in terms of turbines, TRD went into the TG20 upgrading the inducer/exducer turbines but also upgrades the compressor turbo (inducer turbine housing) while leaving the exhaust manifold turbo (exducer turbine housing) untouched. Again it’s either our injectors holding us back or our modded turbo compressor (not turbines) running out of efficiency past 5k rpm due to size. I would think it’s the injectors, if not then we need to do an actual turbo swap or wait for the TG20. 24psi past 5k rpm with our engine should be more north of 400whp not 345... expecially if we already do 330 @ 19.5 psi. Either they’re quoted 24psi @ 345 isn’t really 24 psi or it’s actually hitting 24psi top end but the injectors aren’t able to keep up inefficiency

This is a picture of our stock exhaust turbo manifold. It looks to be the same size as the trd version. We know for a fact that the compressor housing is bigger because we visually confirmed that while back. However I can’t definitively say the exhaust turbo manifold is bigger. Obviously the turbines would be upgraded but I think the tg20 used the stock exhaust turbo manifold while upgrading the compressor side entirely

This is the kind of flow test we need performed on our injectors. That the only real way to come up with the exact answer.

That staging makes no sense from an emissions perspective. DI is better for idle emissions. And yes tuners SHOULD be able to manipulate when the port injectors are active.

There are plenty of aftermarket injectors that can be implemented given you have the money you’ll waste for r&d. Anything Is possible for the 8arfts. Not to sound cocky but our engine is the successor to the 3sgte. They’ve taken the old mr2’s up to 500whp on stock internals big turbo and fuel upgrades. The same will be doable for us hopefully some more tuner shops will get they’re hands on our engines

Look, injectors are injectors. You’re making it complicated. PI works off of DI. In lamest terms the fuel is pushed out of DI and basically just redirected to a different port within the cylinder creating PI. Why would you even gamble $3100 lol OVtune doesn’t actually have any impressive dynos but have at it. If you’re in the market buy a proven tune from Taiwan like JRC, they’ve hit 255 whp with only a downpipe and intake tube

Our 4 cylinder engine has a total of 8 injectors (4 low pressure port injectors and 4 high pressure direct injectors). Each injector, regardless of type, is controlled electronically via the ECU. The port injectors are located pre intake cylinder valve outside of the combustion chamber, whereas the direct injectors are located post intake valve and their nozzles squirt directly into the combustion chamber. Despite what you think, there is no redirection to different ports. Now remember that these injectors are electronically controlled? We’ll if you payed a little more attention to detail you would have seen that I posted a fuel staging graphic, made available by Toyota, which represents when our different type of injectors are activated based on speed and load conditions. At the highest load conditions, only direct injectors are in use NOT port injectors. Now do you see why upgrading port injectors will do little for top end power? Maybe TTI or JRC already has a solution for this and that would be great leading me to buy those.


On a side note OVTunes poor dyno numbers could very well be lack of experience with the platform and is not a direct reflection of their tuning product. I’m excited because it’s yet another product on the market pushing development of our platform.