IS200t tune
#4246
#4248
#4250
#4251
Intermediate
That was just to sort things out and keep you guys posted since throttle CELs were an issue to some. We're above that now. Will post final graphs later.
#4252
Intermediate
As it is rather late in this part of the world, a screenshot of OV's latest FB post would have to suffice as a results announcement. They've uploaded some charts over there as well. I promise to write something more detailed tomorrow/later.
Am I happy with how everything finally turned out? I sure as heck am. Cheers all.
Am I happy with how everything finally turned out? I sure as heck am. Cheers all.
Last edited by chezgk; 11-17-19 at 06:05 AM.
#4253
As it is rather late in this part of the world, a screenshot of OV's latest FB post would have to suffice as a results announcement. They've uploaded some charts over there as well. I promise to write something more detailed tomorrow/later.
Am I happy with how everything finally turned out? I sure as heck am. Cheers all.
Am I happy with how everything finally turned out? I sure as heck am. Cheers all.
Nice. NX's are FWD right? So less gains for RWD for IS200T and RC200T/RC300.
I want to buy but still want to see other member issues resolved before biting the bullet.
#4255
Intermediate
Tune review
================================================================================================
Now, onto the tune review.
Some folks here might recall that I've had the following issues in the past:
- Flipped modes for 1.01G-C 02
- Weak low/mid-range due to my FTP charge pipe for 1.02
- Stock rev limiter for 1.02 despite 1.01G-C 02 having already bumped it up
- Restored low/mid-range power lost from installation of aftermarket charge pipe
- Possibly increased top-end to take advantage of improved plumbing
- Safety margin to allow for bad gas
- Rev limiter raised back to 1.01G-C 02 levels
While max figures are indicated, there are some things I wish to highlight that perhaps affect drivability more than the former:
- At least 200 AWHP, the former peak, is now available from roughly 3800 to 6000 rpm.
- The powerband widened a little towards the low-end and even more so towards the top-end. This makes staying in a lower gear longer before shifting into prime rev range possible, improving overall acceleration.
- Rev limit increase to 6600+ rpm eliminates double upshifts at 6000 rpm, which happens when the vehicle decides to auto-upshift at the same time I do. I understand that this is not an issue with ISs.
- I don't think dyno charts show this, but the vehicle seems to get to the top-end faster than before.
- Throttle response is faster than ever.
Run notes: from graph >
2500 RPM torque gained > 47 ft lbs
3500 RPM torque gained > 26 ft lbs
4500 RPM torque gained > 24 ft lbs
5500 RPM torque gained > 45 ft lbs
Horsepower gains..
5500 RPM > 45 AWHP gained
5800 RPM > 52 AWHP gained
2500 RPM torque gained > 47 ft lbs
3500 RPM torque gained > 26 ft lbs
4500 RPM torque gained > 24 ft lbs
5500 RPM torque gained > 45 ft lbs
Horsepower gains..
5500 RPM > 45 AWHP gained
5800 RPM > 52 AWHP gained
Further notes and theories
It is without doubt that all of this wouldn't have been without Mat's skill. Having said this, a 50+ AWHP gain up top seems rather out of the ordinary, given the supposedly tiny stock turbo that comes with our 200ts. I theorize that the turbo muffler delete and aftermarket charge pipe played a role in this, since the factory part replaced by the latter had so much kinks and flow interruptions.
Now, don't get me wrong; I replaced the charge pipe as insurance, firmly believing that it will do nothing in the way of performance. I only started thinking about it when I noticed a decrease in low/mid-range in exchange for better top-end pull. Could it be that the increased total internal volume of the charge pipe, as a result of fewer kinks and despite having identical in/out diameters, delayed boost buildup, as there was a bigger space to pressurize? Did the smoother path work favorably up top, reducing compressor-side resistance - the compressor is connected to the turbine, after all - and increasing flow capacity?
I can't say for sure, but OV was definitely able to take advantage of my setup.
Last edited by chezgk; 11-18-19 at 04:18 AM. Reason: clarity
The following 4 users liked this post by chezgk:
#4256
Hi, my NX is AWD. You can expect bigger numbers with both RWD and FWD vehicles.
================================================================================================
Now, onto the tune review.
Some folks here might recall that I've had the following issues in the past:
While max figures are indicated, there are some things I wish to highlight that perhaps affect drivability more than the former:
So, yeah. We pretty much saw gains everywhere. With this tune, my NX's the most fun to drive it's ever been. I'm also happy to have a perfect file to fall back to should future updates not work out for me - a "stable build" of sorts in software parlance.
Further notes and theories
It is without doubt that all of this wouldn't have been without Mat's skill. Having said this, a 50+ AWHP gain up top seems rather out of the ordinary, given the supposedly tiny stock turbo that comes with our 200ts. I theorize that the turbo muffler delete and aftermarket charge pipe played a role in this, since the factory part replaced by the latter had so much kinks and flow interruptions.
Now, don't get me wrong; I replaced the charge pipe as insurance, firmly believing that it will do nothing in the way of performance. I only started thinking about it when I noticed a decrease in low/mid-range in exchange for better top-end pull. Could it be that the increased total internal volume of the charge pipe, as a result of fewer kinks and despite having identical in/out diameters, delayed boost buildup, as there was a bigger space to pressurize? Did the smoother path work favorably up top, reducing compressor-side resistance - the compressor is connected to the turbine, after all - and increasing flow capacity?
I can't say for sure, but OV was definitely able to take advantage of my setup.
================================================================================================
Now, onto the tune review.
Some folks here might recall that I've had the following issues in the past:
- Flipped modes for 1.01G-C 02
- Weak low/mid-range due to my FTP charge pipe for 1.02
- Stock rev limiter for 1.02 despite 1.01G-C 02 having already bumped it up
- Restored low/mid-range power lost from installation of aftermarket charge pipe
- Possibly increased top-end to take advantage of improved plumbing
- Safety margin to allow for bad gas
- Rev limiter raised back to 1.01G-C 02 levels
While max figures are indicated, there are some things I wish to highlight that perhaps affect drivability more than the former:
- At least 200 AWHP, the former peak, is now available from roughly 3800 to 6000 rpm.
- The powerband widened a little towards the low-end and even more so towards the top-end. This makes staying in a lower gear longer before shifting into prime rev range possible, improving overall acceleration.
- Rev limit increase to 6600+ rpm eliminates double upshifts at 6000 rpm, which happens when the vehicle decides to auto-upshift at the same time I do. I understand that this is not an issue with ISs.
- I don't think dyno charts show this, but the vehicle seems to get to the top-end faster than before.
- Throttle response is faster than ever.
So, yeah. We pretty much saw gains everywhere. With this tune, my NX's the most fun to drive it's ever been. I'm also happy to have a perfect file to fall back to should future updates not work out for me - a "stable build" of sorts in software parlance.
Further notes and theories
It is without doubt that all of this wouldn't have been without Mat's skill. Having said this, a 50+ AWHP gain up top seems rather out of the ordinary, given the supposedly tiny stock turbo that comes with our 200ts. I theorize that the turbo muffler delete and aftermarket charge pipe played a role in this, since the factory part replaced by the latter had so much kinks and flow interruptions.
Now, don't get me wrong; I replaced the charge pipe as insurance, firmly believing that it will do nothing in the way of performance. I only started thinking about it when I noticed a decrease in low/mid-range in exchange for better top-end pull. Could it be that the increased total internal volume of the charge pipe, as a result of fewer kinks and despite having identical in/out diameters, delayed boost buildup, as there was a bigger space to pressurize? Did the smoother path work favorably up top, reducing compressor-side resistance - the compressor is connected to the turbine, after all - and increasing flow capacity?
I can't say for sure, but OV was definitely able to take advantage of my setup.
#4257
Hi, my NX is AWD. You can expect bigger numbers with both RWD and FWD vehicles.
================================================================================================
Now, onto the tune review.
Some folks here might recall that I've had the following issues in the past:
While max figures are indicated, there are some things I wish to highlight that perhaps affect drivability more than the former:
So, yeah. We pretty much saw gains everywhere. With this tune, my NX's the most fun to drive it's ever been. I'm also happy to have a perfect file to fall back to should future updates not work out for me - a "stable build" of sorts in software parlance.
Further notes and theories
It is without doubt that all of this wouldn't have been without Mat's skill. Having said this, a 50+ AWHP gain up top seems rather out of the ordinary, given the supposedly tiny stock turbo that comes with our 200ts. I theorize that the turbo muffler delete and aftermarket charge pipe played a role in this, since the factory part replaced by the latter had so much kinks and flow interruptions.
Now, don't get me wrong; I replaced the charge pipe as insurance, firmly believing that it will do nothing in the way of performance. I only started thinking about it when I noticed a decrease in low/mid-range in exchange for better top-end pull. Could it be that the increased total internal volume of the charge pipe, as a result of fewer kinks and despite having identical in/out diameters, delayed boost buildup, as there was a bigger space to pressurize? Did the smoother path work favorably up top, reducing compressor-side resistance - the compressor is connected to the turbine, after all - and increasing flow capacity?
I can't say for sure, but OV was definitely able to take advantage of my setup.
================================================================================================
Now, onto the tune review.
Some folks here might recall that I've had the following issues in the past:
- Flipped modes for 1.01G-C 02
- Weak low/mid-range due to my FTP charge pipe for 1.02
- Stock rev limiter for 1.02 despite 1.01G-C 02 having already bumped it up
- Restored low/mid-range power lost from installation of aftermarket charge pipe
- Possibly increased top-end to take advantage of improved plumbing
- Safety margin to allow for bad gas
- Rev limiter raised back to 1.01G-C 02 levels
While max figures are indicated, there are some things I wish to highlight that perhaps affect drivability more than the former:
- At least 200 AWHP, the former peak, is now available from roughly 3800 to 6000 rpm.
- The powerband widened a little towards the low-end and even more so towards the top-end. This makes staying in a lower gear longer before shifting into prime rev range possible, improving overall acceleration.
- Rev limit increase to 6600+ rpm eliminates double upshifts at 6000 rpm, which happens when the vehicle decides to auto-upshift at the same time I do. I understand that this is not an issue with ISs.
- I don't think dyno charts show this, but the vehicle seems to get to the top-end faster than before.
- Throttle response is faster than ever.
So, yeah. We pretty much saw gains everywhere. With this tune, my NX's the most fun to drive it's ever been. I'm also happy to have a perfect file to fall back to should future updates not work out for me - a "stable build" of sorts in software parlance.
Further notes and theories
It is without doubt that all of this wouldn't have been without Mat's skill. Having said this, a 50+ AWHP gain up top seems rather out of the ordinary, given the supposedly tiny stock turbo that comes with our 200ts. I theorize that the turbo muffler delete and aftermarket charge pipe played a role in this, since the factory part replaced by the latter had so much kinks and flow interruptions.
Now, don't get me wrong; I replaced the charge pipe as insurance, firmly believing that it will do nothing in the way of performance. I only started thinking about it when I noticed a decrease in low/mid-range in exchange for better top-end pull. Could it be that the increased total internal volume of the charge pipe, as a result of fewer kinks and despite having identical in/out diameters, delayed boost buildup, as there was a bigger space to pressurize? Did the smoother path work favorably up top, reducing compressor-side resistance - the compressor is connected to the turbine, after all - and increasing flow capacity?
I can't say for sure, but OV was definitely able to take advantage of my setup.
I’m on a RC300, with TMD, PPE catless downpipe, invidia midpipes, and injen intake. I’m on a BMS stage 1 tune but still run stock axle backs. I’m excited at the possibilities.
#4258
Intermediate
reading on my phone. So to clarify your only mods are TMD and charge pipe? Not sure if I missed any other mods since I’m on my phone.
I’m on a RC300, with TMD, PPE catless downpipe, invidia midpipes, and injen intake. I’m on a BMS stage 1 tune but still run stock axle backs. I’m excited at the possibilities.
I’m on a RC300, with TMD, PPE catless downpipe, invidia midpipes, and injen intake. I’m on a BMS stage 1 tune but still run stock axle backs. I’m excited at the possibilities.
As no turbo upgrade options would likely be coming for the NX, I think this reflash is the end of the road as far as my vehicle is concerned. Not too shabby, definitely, and plenty adequate for the kind of roads we have here. Maybe a Lotus Evora IPS (same transmission as the NX and transverse 6AT Toyota V6s) A/T valve body and Quaife helical diff in a few years - who knows. Ah, I digress.